为了降低动车组在升弓过程产生的浪涌过电压对车载电气设备外绝缘频繁冲击的影响以及减轻过电压对列车控制通信系统的干扰,基于CRH2型高速动车组,利用Pspice电磁暂态仿真软件建立了CRH2型高速动车组升弓等效电路模型,仿真分析了车体浪...为了降低动车组在升弓过程产生的浪涌过电压对车载电气设备外绝缘频繁冲击的影响以及减轻过电压对列车控制通信系统的干扰,基于CRH2型高速动车组,利用Pspice电磁暂态仿真软件建立了CRH2型高速动车组升弓等效电路模型,仿真分析了车体浪涌过电压的分布特性、动车组的接地方式和接触网网压相位对高速动车组升弓过程车体浪涌过电压的影响。结果表明:高速动车组在升弓时最高车体浪涌过电压幅值可达6.73 k V,并在12?s内迅速衰减到<100 V;采用直接接地方式,车体浪涌过电压可减少至2.3 k V;通过改变动车组的保护接地方式,在接地电阻器两端并联电容器,车体的最大浪涌过电压下降<2 k V,并且并联电容值取5?F时最合适;在接触网网压相位为90°或者270°时受电弓与接触网接触,车体的浪涌过电压幅值达到最大值。以上结论为进一步研究降低高速动车组升弓浪涌过电压提供了理论基础。展开更多
A good contact between the pantograph and catenary is critically important for the working reliability of electric trains, while the basic understanding on the electrical contact evolution during the pantograph--caten...A good contact between the pantograph and catenary is critically important for the working reliability of electric trains, while the basic understanding on the electrical contact evolution during the pantograph--catenary system working is still ambiguous so far. In this paper, the evolution of electric contact was studied in respects of the contact resistance, temperature rise, and microstructure variation, based on a home-made pantograph-catenary simulation system. Pure carbon strips and copper alloy contact wires were used, and the experimental electrical current, sliding speed, and normal force were set as 80 A, 30 km/h, and 80 N, respectively. The contact resistance presented a fluctuation without obvious regularity, concentrating in the region of 25 and 50 mf~. Temperature rise of the contact point experienced a fast increase at the first several minutes and finally reached a steady state. The surface damage of carbon trips in microstructure analysis revealed a complicated interaction of the sliding friction, joule heating, and arc erosion.展开更多
文摘为了降低动车组在升弓过程产生的浪涌过电压对车载电气设备外绝缘频繁冲击的影响以及减轻过电压对列车控制通信系统的干扰,基于CRH2型高速动车组,利用Pspice电磁暂态仿真软件建立了CRH2型高速动车组升弓等效电路模型,仿真分析了车体浪涌过电压的分布特性、动车组的接地方式和接触网网压相位对高速动车组升弓过程车体浪涌过电压的影响。结果表明:高速动车组在升弓时最高车体浪涌过电压幅值可达6.73 k V,并在12?s内迅速衰减到<100 V;采用直接接地方式,车体浪涌过电压可减少至2.3 k V;通过改变动车组的保护接地方式,在接地电阻器两端并联电容器,车体的最大浪涌过电压下降<2 k V,并且并联电容值取5?F时最合适;在接触网网压相位为90°或者270°时受电弓与接触网接触,车体的浪涌过电压幅值达到最大值。以上结论为进一步研究降低高速动车组升弓浪涌过电压提供了理论基础。
基金supported by the National Natural Science Foundation of China (Nos. U1234202 and 51577158)the National Science Foundation for Distinguished Young Scholars of China (No. 51325704)the Fundamental Research Funds for the Central Universities (No. A0920502051505-19)
文摘A good contact between the pantograph and catenary is critically important for the working reliability of electric trains, while the basic understanding on the electrical contact evolution during the pantograph--catenary system working is still ambiguous so far. In this paper, the evolution of electric contact was studied in respects of the contact resistance, temperature rise, and microstructure variation, based on a home-made pantograph-catenary simulation system. Pure carbon strips and copper alloy contact wires were used, and the experimental electrical current, sliding speed, and normal force were set as 80 A, 30 km/h, and 80 N, respectively. The contact resistance presented a fluctuation without obvious regularity, concentrating in the region of 25 and 50 mf~. Temperature rise of the contact point experienced a fast increase at the first several minutes and finally reached a steady state. The surface damage of carbon trips in microstructure analysis revealed a complicated interaction of the sliding friction, joule heating, and arc erosion.
