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城市轨道交通杂散电流对沿线变电站偏磁特性的影响研究
Research on the influence of stray current from urban rail transit on the magnetic bias characteristics of substations along the line
- 机车电传动 2023年第4期 页码：107-116
- 作者机构：
1.上海电力大学 电气工程学院，上海 200901
2.国网上海市电力公司，上海;200122
- 作者简介：
孙晓鹏（1996—），男，硕士研究生，研究方向为城市轨道交通杂散电流；E-mail: 2992314957@qq.com
- 基金信息：国家电网有限公司科技项目资助(520940200013)
DOI：10.13890/j.issn.1000-128X.2023.04.015
中图分类号： U239.5;纸质出版日期：2023-07-10，
收稿日期：2022-04-07，
修回日期：2022-05-16，
- 稿件说明：
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孙晓鹏,张宇华,暴家良,等.城市轨道交通杂散电流对沿线变电站偏磁特性的影响研究[J].机车电传动,2023(4):107-116.
SUN Xiaopeng,ZHANG Yuhua,BAO Jialiang,et al.Research on the influence of stray current from urban rail transit on the magnetic bias characteristics of substations along the line[J].Electric drive for locomotives,2023(4):107-116.
孙晓鹏,张宇华,暴家良,等.城市轨道交通杂散电流对沿线变电站偏磁特性的影响研究[J].机车电传动,2023(4):107-116. DOI： 10.13890/j.issn.1000-128X.2023.04.015.
SUN Xiaopeng,ZHANG Yuhua,BAO Jialiang,et al.Research on the influence of stray current from urban rail transit on the magnetic bias characteristics of substations along the line[J].Electric drive for locomotives,2023(4):107-116. DOI： 10.13890/j.issn.1000-128X.2023.04.015.
摘要
为研究城市轨道交通动态运行时杂散电流对沿线变电站偏磁特性的影响，文章基于上海某220 kV变电站及其附近城市轨道交通系统，利用CDEGS软件建立“轨道交通系统-变电站交流电网”耦合仿真模型，对地铁“启动-惰行-制动-停止”一个完整运行周期下轨道交通系统各结构层次电位和电流变化规律、杂散电流空间分布及变压器中性点偏磁直流进行仿真分析，并与现场检测数据进行对比。结果表明：在此仿真模型中，仅牵引变电站向列车供电时钢轨电位低，对变压器中性点偏磁直流影响较小；制动列车跨区间供电时钢轨电位大幅提高，最大可达25.424 V，变压器中性点偏磁直流可达1.2 A；列车运行105 s钢轨泄漏电流总量最大，可达21.647 A，列车启动12 s，钢轨泄漏电流总量17.908 A，流入变压器中性点电流比例最大，可达3.473%。列车一个完整运行周期下，某些钢轨区间钢轨电位存在正负交替变化，可能导致变压器中性点偏磁直流反向。
Abstract
In order to study the influence of stray current from urban rail transit systems in dynamic operation on the magnetic bias characteristics of substations along the line
simulation analysis was conducted in the current study
with a coupled simulation model of "rail transit system - substation AC power grid" established by CDEGS software based on a 220 kV substation in Shanghai and its nearby rail transit system
across a complete metro train running cycle of "starting-coasting-braking-stopping"
involving the potential and current variation rules of each structural level
the spatial distribution of stray current and the bias DC of the transformer neutral point. Comparison was then made between the simulation results and the field test data. Based on the results
in this simulation model
the rail potential is low only when the traction substation supplies power to trains
with little effect on the bias DC of the transformer neutral point; the rail potential greatly increases when power is supplied across sections for train braking
up to 25.424 V
and the bias DC of the transformer neutral point can reach 1.2 A; the total rail leakage current peaks
i.e. 21.647 A
after train operation for 105 s
while it is 17.908 A at 12 s after train starting; the highest proportion of inflow to the transformer neutral point is 3.473%. During a complete train running cycle
the rail potential in some rail sections alternates between positive and negative
which may cause bias DC reversing of the transformer neutral point.
关键词
杂散电流偏磁直流耦合仿真模型运行周期跨区间供电城市轨道交通
Keywords
stray currentbias DCcoupled simulation modeltrain running cyclecross-section power supplyurban rail transit
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