高速铁路弓网电弧电磁干扰论文中英文资料对照外文翻译文献

高速铁路弓网电弧电磁干扰论文

中英文资料外文翻译

附录A(原文)

A Simulation of Arc Generation at AC-DC Neutral Section of Electric Railway

Youngsoo Han, Kyuhyoung Choi

Abstract--This paper provides an experimental and theoretical analysis of the arc discharges generated between contact wire and pantograph of high speed railway.

A video-based arc detection device is installed on the KTX train, and arc discharges are measured for a 45.87km track section of high speed railway in Korea. It is measured that the rate of contact loss is 0.3% which is lower than the regulated value of 1.0% for high speed train, and arc discharges induced by 21 small size contact losses and 6 medium size contact losses occur continuously along the track. The power of arc discharge between contact wire and pantograph is calculated as 9.0~22.5[kW] which is approximately one-hundredth of that of the arc discharges generated at the neutral section of contact wire. The results of the measurement and the analysis suppose that a study be followed to suppress arc discharges and contact wire damages for the safe operation of high speed railway.

Index Terms—Electric railway;arc discharge;contact loss;contact wire; pantograph;neutral section.

I.NOMENCLATURE

S/S : Sub-Station of Electric Railway

SP : Sectioning Post

SSP : Sub- Sectioning Post

AT : Auto-Transformer

TF : Trolley Feeder

AF : Auto- Transformer Feeder

FPW : Fault Protective Wire

NW : Neutral Wire

NS : Neutral Section

CCTV: Closed Circuit Television

EMI: Electromagnetic Interference

LAN: Local Area Network

MCB: Main Circuit Breaker

KTX: Korea Train Express

II.INTRODUCTION

Catenary systems play a important role in supplying electric power without interruption to trains moving fast. The pantographs installed on train collect currents for traction while keeping in contact with the catenary system. Arc discharges occur between the contact wire and the pantographs, when the pantographs happen to lose contact with the contact wire.Arc discharge also occurs when the train passes through the AC-DC neutral section of the catenary system where electricity is not supplied. These arc discharges give rise to many problems such as spoiling the contact wire and the pantographs,and inducing EMI phenomena,audible noises and other environmental pollutions.Arc discharges generally have large heating power which may spoil the slider of pantograph made of sintered alloy and even breaks the contact wires.V oltage surges induced by arc discharges may produce EMI problems to the small size environment or mal-operation of electronic devices on the train. The damages caused by arc discharge will be more critical for high speed railway.The faster train moves,the more difficult to keeping in contact with catenary for pantograph. Moreover, as train speeds up, the train traction currents should be increased,which inevitably give rise to larger arc discharges.This paper provides an experimental and theoretical analysis of the arc discharges generated between the contact wire and the pantograph of high speed railway. A designated arc detection device is installed on the KTX train, and arc discharges are measured for a 45.87[km] track section of high speed railway.Arc generation frequency, arc current and arc size is measured along the track.A data analysis and an arc power model is suggested too.

III. ARC DISCHARGES BETWEEN CONTACT WIRE AND

PANTOGRAPH

The power supply system of electric railway consists of S/S and catenary system.S/S converts three phase 154[kV] electric power to single phase 25[kV] being suitable for supplying to train.High speed railway adopts AT feeding system which can supply large electric power for long distance as shown in Fig. 1. The S/S supplies AC 50[kV] to AT, and AT supply AC 25[kV] to train. The converted electric power is supplied to train by way of the catenary system which is composed of a contact wire,a messenger wire and hangers.The main purpose of the catenary system is to supply electric power without interruption to trains moving fast.The pantographs installed on train collect electric power while contacting the contact

wire of the catenary system.

Fig. 2. Shows the configuration of the catenary system. The pantograph is connected to the contact wire by its lift force against the contact wire. Contact wires supported by hangers and supporting structures has uneven stiffness points which give rise to contact losses.Moreover,as train speed up,contact loss happens more frequently.Arc discharges occur between the contact wire and the pantographs, when the pantographs happen to lose contact with the contact wire.

The contact loss phenomena are classified into three groups according to their duration; small size, medium size and large size. Small size contact loss is induced by delicate vibration of pantograph,and continues for several tenths of a second. Medium size contact losses occur when trains pass through the uneven stiff point of the contact wire, and continues for a second and below. Large size contact losses, continuing for several seconds,are induced by jumping movements of pantograph after passing through bracket supporting points of contact wire.

Contact wires have several neutral sections insulated from other parts of contact wires,in other words dead sections,which divide the sections having different phases and different supply voltages such as AC 25,000[V] or DC 1,500[V]. Trains should go into the neutral sections after making notch-off operation which

breaks the train current by MCB, otherwise the train current is interrupted by the neutral section which result in a large arc discharge between the contact wire and the pantograph as shown in Fig. 2.This arc discharge also happens when train go into the voltage-supplied section from the neutral section.

IV.MEASUREMENT OF CONTACT LOSS BETWEEN CONTACT

WIRE AND PANTOGRAPH

A.Measurement device

Fig. 4. Shows the system block diagram of arc measurement device.The device, installed on the KTX train moving at the speed of 300[km/h],measures contact force between contact wire and pantograph,vibration acceleration of pantograph, and the shape of arc discharge.Strain gauges are installed on the bow and arms of pantograph to measure the acceleration and contact force.Table 1 shows the specifications of the sensors.The image of arc discharge is captured by CCTV camera activated by arc detection sensor.Fig. 5 shows a captured image of arc discharge. All the data measured by on-board device are transmitted to wayside server via wireless LAN.

B.Measurement data analysis

The measurement has been carried out at the 45.78[km] track section of high speed railway with 300[km/h] train operation. Table 2 shows the results of the measurement; time, location of arc discharge,arc strength,the length of contact loss, train speed,arc current,and pantograph voltage.Fig. 6 show a train speed profile with voltage and current distributions.While KTX train moves on the 45.78[km] track section, 21 small size contact losses and 6 medium size contact losses are observed and https://www.360docs.net/doc/cd9182249.html,rge size contact loss was not detected at the experiment. The rate of contact loss is defined as;

rate of contact loss = sum of contact loss time ×100[%] (1)

total operation time

Korean railroad corporation suggests the rate of contact loss for high speed railway should be lower than 1.0[%]. Based on the measured data in Table 2,the rate of contact loss is calculated as 0.31[%], which means the catenary system and the pantograph of KTX fulfill the regulation in Korea. Nevertheless, it should be noted that some arc discharges are occurring continuously during the high speed operation of KTX.

C. Modeling of arc discharge

The instantaneous power of arc discharge is described by arc voltage va , and arc current i as follows,

i v p a ?= （2） The average power of arc discharge can be calculated by integrating over the period T.

????=??=T a T idt v T pdt T P 0

011 （3） It is reported that the voltage and current of arc discharge at AC circuit have the waveforms shown in Fig.7[8].The arc voltage has constant value V during half the period, depicted by square wave. Thus, the equation(3) for average power of arc discharge can be simplified by setting va = Va .

The current wave form of AC arc discharge in Fig. 7 is approximately sinusoidal having some harmonic.Neglecting the harmonics which is evaluated as several hundredths of fundamental wave, arc current can be approximated as

t I i ωsin 2= （5） Consequently, the average power is

I V tdt I T V P a T

a 9.0sin 210=?=?ω （6）

Where I is effective value of AC current, and V is arc voltage that can be measured by voltmeter.

The arc discharge between contact wire and pantograph has the following

characteristics. Arc currents are very large up to 500[A].Arc discharge between contact wire and pantograph can be simulated by arc discharge between bar and plate. Fig.8 shows a typical voltage-current characteristics of high current arc discharge between bar and plate. As the arc current is 500[A] in Table 2, arc voltage can be estimated as 20~50[V] according to displacement between contact wire and pantograph from Fig. 8. Thus, the power of arc discharge between contact wire and pantograph is calculated to be 9.0~22.5[kV A] by equation (6). The power of arc discharge between contact wire and pantograph is approximately one-hundredth of that of the arc discharges generated at the neutral section of contact wire.

V. CONCLUSION

Arc discharges between the contact wire and pantograph have been measured on the KTX train along 45.87km track using a video-based arc detection device. Although the rate of contact loss is measured as 0.3% which is lower than the regulated value of 1.0%,arc discharges occurs continuously along the track induced by 21 small size contact losses and 6 medium size contact losses.

The power of arc discharge between contact wire and pantograph is calculated as 9.0~22.5[kW] which is approximately one-hundredth of that of the arc discharges generated at the neutral section of contact wire.The results reveal that the study be followed to suppress arc discharges and contact wire damages for the safe operation of high speed train.

附录A(译文)

电力机车交-直分相装置上产生电弧的仿真实验

Youngsoo Han, Kyuhyoung Choi

摘要---本文提供了一个实验和理论分析了高速铁路中接触网和受电弓之间产生的电弧放电现象。一个基于视频的电弧侦探装置安装在韩国高速列车上，并且在韩国高速轨道上对电弧放电现象跟踪测量了45.87km线路区段。这次测量的接触损失率是0.3%，低于高速列车规定的数值1.0%，沿着轨迹不间断的发生了21小型接点损失和6个中型接点损失引发电弧放电现象。电弧在接触网和受电弓之间释放电能的估算值为9.0~22.5[kW]，接近于接触网分相装置上电弧放电产生的百分之一。测算和分析的结果推想出一个研究来抑制电弧放电和接触线的损坏达到高速铁路安全运行的目的。

索引词—电气化铁路，电弧放电，接触损失，接触线，受电弓，接触网。

专业术语

S/S : Sub-Station of Electric Railway电气化铁路子站（电气化铁路供电所）

SP : Sectioning Post分区所

SSP : Sub- Sectioning Post开闭所

AT : Auto-Transformer 自耦变压器

TF : Trolley Feeder 电力机车馈线

AF : Auto- Transformer Feeder自耦变压器馈线

FPW : Fault Protective Wire 故障保护电线

NW : Neutral Wire 中性线

NS : Neutral Section 分相装置

CCTV: Closed Circuit Television 闭路电视

EMI: Electromagnetic Interference 电磁干扰

LAN: Local Area Network 局域网

MCB: Main Circuit Breaker 主断路器

KTX: Korea Train Express 韩国高速铁道

II.前言

接触网系统在给高速列车无间断提供电能上具有非常重要的作用。安装在列车上的受电弓保持与接触网系统接触以收集电流提供牵引力。电弧放电现象

发生在接触线和受电弓之间，当受电弓和接触线发生接触损失的时候。电弧放电现象也发生在列车通过接触网系统中交直分相装置当电能没有提供的情况。这些电弧放电现象会产生许多问题，例如损坏接触线和受电弓，引发电磁干扰现象，可听见的噪声和其他环境破坏。电弧放电现象通常加热功率大,会损坏受电弓上面用烧结合金制造的滑动器,甚至破坏会接触线。由电弧放电现象引发的冲击性电压可能会产生小范围的电磁干扰问题或者是引发列车上电气设备的错误操作。由电弧放电现象引发的危害对于高速铁路运行至关重要。列车运行的速度越快，保证接触网和受电弓接触就越难。此外，随着列车速度的上升，列车的牵引电流就需要增加，这无可避免的增加了电弧放电现象。本文提供了一个实验和理论分析了高速铁路中接触网和受电弓之间产生的电弧放电现象。一个基于视频的电弧侦探装置安装在韩国高速列车上，并且在韩国高速轨道上对电弧放电现象跟踪测量了45.87km线路区段。电弧产生的频率，电弧电流和电弧大小沿着行车路线被测量记录。一种数据分析和弧幂函数模型被建议引用。

III. 接触线和受电弓之间的电弧放电现象

电气化铁路的供电系统由电气化铁路子站和接触网系统组成。电气化铁路变电所把154kv的三相电力转换成25kv的单相电力，这更适合电力机车的供电。高速电气化铁路采用了自动给及系统，它能够长距离给电力机车提供强大的电能如图1。电气化铁路变电所提供50kv的交流电能给自耦变压器，自耦变压器提供25kv的交流电能给列车。转换的电能是通过接触网系统提供给列车的，接触网包括一根接触线，一根信使线和吊索。接触网系统主要的目的是无间断地给高速运行的列车提供电能。当安装在列车上面的受电弓与接触网系统中的接触线接触时收集电能。

图2展示了接触网系统的外形结构。受电弓是通过一个与接触线对抗的上升力来和接触线建立联系的。接触线通过吊索和具有参差不齐的刚力度点的支撑结构支持，这加大了接触损失的可能性。此外，随着列车速度的升高，接触损失更加频繁的发生。电弧放电现象发生在接触线和受电弓之间，当受电弓和接触线发生接触损失的时候。

接触损失现象通过它的持久性归纳为三类：小型，中型和大型。小型的接触损失是由受电弓细微的震动引发的，它的持续性只有十分之几秒。中型的接触损失发生在当列车经过接触线的刚性接点时，它的持续性只有一秒或者以下。大型的接触损失持续几秒，是受电弓通过接触线的支架而产生跳跃时刻引发的。

接触线有几个分相装置使接触线和另一接触线绝缘，另一种表达称为死区，它可以分出几个区域拥有几个不同的相和提供不同的电压，例如交流电压25000v 或者直流电压1500v。

列车应该进入分相区域如果进行了缺口操作，主断路器可以中断列车电流，否则列车电流经过分相装置时会在接触线和受电弓之间产生巨大的电弧如图2。这个电弧放电现象也会发生在列车经过分相装置中提供电压设备的时候。

IV.接触线和受电弓之间接触损失的测量

A．测量装置

图4展示了电弧测量装置的系统框图。这个测量装置，安装在运行速度为300km/h的韩国高速列车上面，测量了接触线和受电弓之间的接触力，受电弓的震动加速度和电弧的类型。变形测量器安装在受电弓弓臂上面来测量加速度和接触力。表格1展示了感测器的规格。电弧放电现象的图像是通过电弧侦探传感器的闭路电视摄像头捕捉的。图5展示了一个电弧放电现象捕捉图像。所有的数据由车上装置通过无线局域网传送给路旁的接收器。

B ．测量数据分析

这个测量的数据是在运行时速为300km/h 高速列车行车路程轨迹为45.78km 上产生的。表格2展示了测量的结果：时间，电弧放电现象的位置，电弧强度，接触损失的长度，列车速度，电弧电流和受电弓电压。图6展示了高速列车电压和电流分配的配置文件。当韩国高速列车在45.78km 行车轨迹上面运行时，21小型接触损失和6个中型接触损失被观察记录下来。在整个实验中，大型接触损失没有被侦查到。

接触损失率被定义为：

接触损失率 = 总的接触损失时间 ×100[%] (1) 总的运行时间

韩国铁路公司建议高速铁路接触损失率应该低于1.0%。基于表格2的测量数据，实验接触损失率估算为0.31%，这意味着此次实验的韩国高速列车接触网系统和受电弓满足了韩国的规章制度。然而，需要注意的是一些电弧放电现象连续不断的发生在韩国高速列车运行过程中。

C ．电弧放电现象模型

电弧放电现象的瞬时电功率表达为电弧电压Va ，和电弧电流I ，如下： i v p a ?= （2） 电弧放电现象平均电功率是通过一个周期T 的积分被计算出来的：

????=??=T a T idt v T pdt T P 0

011 （3） 根据调查电弧放电现象的电压和电流在交流电路中的波形如图7所示。电弧电压在半个周期有常量数值为V ，通过矩形波来描述。因此，在电弧放电现象中平均电功率的等式3里面，用va = Va 来简化。

如图7所示，交流电弧放电现象中电流波形近似看成正弦谐波。谐波估算大约是百分之几的基波值。电弧电流近似看作为：

t I i ωsin 2= （5） 从而，平均电功率为：

I V tdt I T V P a T a 9.0sin 210

=?=?ω （6） I 为交流电流的有效值，V 为电弧电压，可以通过电压表测量出来。

在接触线和受电弓之间的电弧放电现象拥有以下一些特性。电弧电流非常大可以达到500A 。在接触线和受电弓之间发生的电弧放电现象可以通过金属棒和金属板之间的电弧仿真。图8展示了金属棒和金属板之间的高电流电弧伏安特性。表格2中的电弧电流为500A ，电弧电压可以通过接触线和受电弓之间的位移估算为20~50V 。因此，在接触线和受电弓之间的电弧放电现象电功率通过等式6可以计算出来为9.0~22.5 kV A 。接触线和受电弓之间的电弧放电现象电功率近似为接触线中变相装置的电弧电功率的百分之一。

总结

利用一个基于视频的电弧侦探设备，在韩国高速轨道上对接触线和受电弓之间的电弧放电现象跟踪测量了45.87km线路区段。虽然此次测量的接触损失率为0.3%，低于规定的标准值1.0%，沿着行车轨道由21个小型接触损失和6个中型接触损失不间断地引发了电弧放电现象。

接触线和受电弓之间的电弧电功率计算值为9.0~22.5kw，近似为接触线中变相装置里产生电弧放电现象电功率值的百分之一。这个结果显示了这个研究可以用来抑制电弧放电现象和接触线的损害，保证高速列车安全稳定的运行。