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

作　　者：孙晓鹏 张宇华 暴家良 张璐科 陈璐 SUN Xiaopeng;ZHANG Yuhua;BAO Jialiang;ZHANG Luke;CHEN Lu(School of Electrical Engineering,Shanghai Electric Power University,Shanghai 2000901,China;State Grid Shanghai Electric Power Company,Shanghai 200122,China)

机构地区：[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

出　　处：《机车电传动》2023年第4期107-116,共10页Electric Drive for Locomotives

基　　金：国家电网有限公司科技项目资助(520940200013)。

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。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 

分 类 号：U239.5[交通运输工程—道路与铁道工程]