CN111382509A - Design and verification method for optimization of train body grounding system of motor train unit - Google Patents
Design and verification method for optimization of train body grounding system of motor train unit Download PDFInfo
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Abstract
The invention discloses a design and verification method for optimization of a train body grounding system of a motor train unit, which comprises the following steps: 1. determining elements of a train-network equivalent model needing to consider the optimization analysis of the grounding system according to the electric structure and the grounding system of the traction network-motor train unit; 2. establishing vehicle-network equivalent models under different working conditions and different grounding modes; 3. vehicle body voltage and vehicle body current under different working conditions and different grounding modes are obtained through simulation of a vehicle-network equivalent model; 4. designing an optimization scheme of a grounding system by analyzing the rule of the influence of grounding modes on the overvoltage and current of the vehicle body under different working conditions; 5. and verifying the effectiveness of the optimization scheme by using a Gini coefficient method. The method has comprehensive consideration factors, increases the verification process, and has certain universality and accuracy.
Description
Technical Field
The invention belongs to the field of optimization of a train body grounding system of a motor train unit, and particularly relates to a design and verification method for optimization of the train body grounding system of the motor train unit.
Background
In a high-speed railway, over-voltage and over-current of a train body are two important problems influencing the grounding safety and reliable operation of a motor train unit. Due to the limitation of test conditions, the researchers generally study the influence of the grounding mode on the overvoltage of the vehicle body or the large current of the vehicle body by establishing a vehicle-network equivalent circuit model and numerical calculation of the model or software simulation. The motor train unit inevitably experiences electromagnetic transient working conditions (such as excessive phase splitting and pantograph dropping) during operation, so that surge overvoltage occurs in a train body. In order to suppress overvoltage, some scholars propose some targeted vehicle body grounding optimization schemes. Although the designs can effectively suppress the overvoltage of the vehicle body under certain electromagnetic transient working conditions, the designs can also play a reverse effect on the suppression of the overvoltage of surges under other common electromagnetic transient working conditions, or make the heavy current of the vehicle body under certain working conditions more serious. By taking an optimized scheme of increasing the grounding point of the train body as an example, although the scheme can effectively inhibit the train body surge overvoltage of the motor train unit adopting a centralized grounding mode under a plurality of electromagnetic transient working conditions, more channels entering the train body from the steel rail are provided, and more serious train body heavy current is caused. Meanwhile, some scholars propose suppression schemes of large current of the vehicle body aiming at the serious backflow boarding phenomenon, but do not consider the influence of the schemes on surge overvoltage current of the vehicle body under the electromagnetic transient working condition.
In summary, there are some related studies with deficiencies:
(1) the grounding optimization is designed only aiming at one or two working conditions, or only aiming at one of over-voltage of the vehicle body and large voltage of the vehicle body for inhibition design.
(2) The vehicle-network equivalent model for ground optimization analysis does not fully consider the source and influence factors of vehicle body overvoltage or vehicle body heavy current, such as: the existing train-network equivalent model of the motor train unit pantograph lowering working condition does not consider electric field coupling between a contact network and a train body, and although the coupling has small influence on voltage and current of the train body when the motor train unit normally runs, the coupling is one of important influence factors of surge overvoltage and current of the train body in a high-frequency electromagnetic transient electric environment.
Disclosure of Invention
In order to overcome the problems, the invention provides a design and verification method for optimization of a train body grounding system of a motor train unit.
A design and verification method for optimization of a train body grounding system of a motor train unit comprises the following specific steps:
step 1: analyzing the source and the influence factors of the voltage and the current of the train body according to the electric structure and the grounding system of the traction network-motor train unit, and determining elements of a train-network equivalent model for optimizing and analyzing the grounding system of the motor train unit;
step 2: establishing vehicle-network equivalent circuit models under different working conditions and different grounding modes;
and step 3: obtaining the vehicle body voltage and the vehicle body current under different working conditions and different grounding modes through the simulation of a vehicle-network equivalent model, and calculating the corresponding vehicle body maximum voltage peak value and the vehicle body maximum current peak value;
and 4, step 4: aiming at reducing the over-voltage and over-current of the vehicle body under various working conditions, designing an optimization scheme of a grounding system by analyzing the general influence of grounding modes on the over-voltage and over-current of the vehicle body under different working conditions;
and 5: and verifying the effectiveness of the optimization scheme by using a Gini coefficient method.
Further, the influence factors of the vehicle body voltage and current in the step 1 include:
f1, grounding modes of the work grounding system and the vehicle body grounding system;
f2, capacitive coupling between the catenary and the vehicle body;
f3, capacitive coupling between the roof high-voltage cable and the vehicle body;
f4, parameters of a roof high-voltage cable, a train body, a grounding system of the motor train unit and a track;
f5, a coupling capacitor between the pantograph and the vehicle body and an equivalent inductance of the voltage transformer.
Further, different working conditions in the step 2 comprise normal running, passing through a single end blocking track insulation joint, reducing the bow, carrying out bow net vibration off-line arcing, passing through a vehicle-mounted automatic electric phase splitting and simultaneously generating bow net off-line arcing by multiple vehicles; the different grounding modes are 16, and comprise four different grounding distributions and four grounding resistances corresponding to each distribution.
Further, step 5 specifically comprises: calculating the damping coefficients of the maximum voltage peak value and the maximum current peak value of the vehicle body corresponding to different grounding modes and optimization schemes aiming at each working condition, and solving the weight of the damping coefficients by a damping coefficient method to obtain a safety risk index under the corresponding condition; taking an average value k of safety risk indexes corresponding to all grounding modes before optimization0(ii) a Will k0Comparing with the safety risk index a under the optimized grounding mode, if k under each working condition0All are below a, indicating that the optimization objective is achieved.
Compared with the prior art, the invention has the beneficial technical effects that:
the vehicle-network model constructed in the invention comprehensively considers the source and the influence factors of the voltage and the current of the vehicle body, the optimization design target overcomes the limitation of the existing optimization scheme (only aiming at one or two working conditions or only aiming at one of the overvoltage of the vehicle body and the large voltage of the vehicle body to carry out inhibition design), and the Keyny coefficient method is utilized to verify whether the optimization scheme can reach the optimization target. Has certain universal applicability and accuracy.
Drawings
FIG. 1 is a schematic diagram of a rail-rail return of a motor train unit and components and coupling factors related to voltage and current of a train body.
FIG. 2 is a train-network equivalent circuit model (train bodies No. 4 and No. 5 are grounded) when the motor train unit normally runs.
FIG. 3 shows the train-network equivalent circuit model (train bodies No. 1, No. 4, No. 5 and No. 8 are grounded) when the motor train unit normally runs.
FIG. 4 shows the train-network equivalent circuit model (grounding of train bodies No. 3, No. 4, No. 5 and No. 6) when the motor train unit normally runs.
FIG. 5 is a train-network equivalent circuit model (all train bodies are grounded) when the motor train unit normally runs.
FIG. 6 shows a train-network equivalent circuit model (grounding of train bodies No. 1, No. 4, No. 5 and No. 8) during the train unit pantograph-catenary vibration off-line arcing.
FIG. 7 is a train-network equivalent circuit model (grounding of train bodies No. 1, No. 4, No. 5 and No. 8) during transient process 1 of passing through the train-mounted automatic electric phase splitting of the motor train unit.
FIG. 8 shows maximum voltage and current peaks of train bodies corresponding to 16 train body grounding modes during normal running of the motor train unit. (a) U shapetbmaxAnd (4) distribution. (b) I istbmaxAnd (4) distribution.
FIG. 9 shows maximum voltage and current peaks of train bodies corresponding to 16 train body grounding modes during the process of passing through the single end plug insulation section of the motor train unit. (a) U shapetbmaxAnd (4) distribution. (b) I istbmaxAnd (4) distribution.
FIG. 10 shows maximum voltage and current peaks of train bodies corresponding to 16 train body grounding modes during the pantograph descending period of the motor train unit. (a) U shapetbmaxAnd (4) distribution. (b) I istbmaxAnd (4) distribution.
FIG. 11 shows maximum voltage and current peaks of train bodies corresponding to 16 train body grounding modes during the pantograph-catenary vibration offline arc burning of the motor train unit. (a) U shapetbmaxAnd (4) distribution. (b) I istbmaxAnd (4) distribution.
FIG. 12 shows maximum voltage peaks of train bodies corresponding to 16 train body grounding modes during the train-mounted automatic electric phase separation period of the motor train unit. (a) And (5) transient process I. (b) Transient process II. (c) Transient process III. (d) Transient process IV.
Fig. 13 shows the maximum voltage and current peaks of the car body corresponding to 16 car body grounding modes during the simultaneous arcing of the 1 car and the 2 cars on the same power supply arm. (a) U of 1 vehicletbmaxThe highest value. (b) U of 2 vehicletbmaxThe highest value.
Fig. 14 shows the maximum voltage and current peaks of the car body corresponding to 16 car body grounding modes during the simultaneous arcing of the 1 car and the 2 cars on the same power supply arm. (a)1 vehicle ItbmaxThe highest value. (b)2 vehicles ItbmaxThe highest value.
Fig. 15 shows the peak values of the maximum voltage and current of the car body corresponding to 16 car body grounding modes during the simultaneous arcing of the 1 car and the 2 cars positioned at adjacent power supply arms. (a) U of 1 vehicletbmaxThe highest value. (b) U of 2 vehicletbmaxThe highest value.
Fig. 16 shows the maximum voltage and current peaks of the car body corresponding to 16 car body grounding modes during the simultaneous arcing of the 1 car and the 2 cars positioned at adjacent power supply arms. (a)1 vehicle ItbmaxThe highest value. (b)2 vehicles ItbmaxThe highest value.
Fig. 17 is a comparison of the average of the safety risk indicators for the 16 grounding patterns analyzed in step 3 and the safety risk indicator for the grounding optimization scheme in each case.
Detailed Description
The invention will be further described in detail by taking the CRH380BL motor train unit passing through the vehicle-mounted automatic electric phase splitting as an example in combination with the accompanying drawings.
1. Analysis of source and influence factor of voltage and current of vehicle body
As can be seen from FIG. 1, the working grounding system and the protective grounding system of the motor train unit play a key role in the voltage of the train body and the traction return current.
And for the working grounding system, the transmission and return conductors of the traction substation and the traction power supply system and the working grounding system of the motor train unit form a loop. As shown in fig. 1, when the motor train unit runs, the pantograph is in contact with a contact network to obtain traction current, and the traction current is transmitted to the vehicle-mounted transformer through a high-voltage cable connected with the pantograph. The primary voltage of the vehicle-mounted transformer is transmitted to the traction motor through the vehicle-mounted transformer and the vehicle-mounted converter so as to drive the motor train unit to operate. Meanwhile, the working grounding system is responsible for transmitting the traction current of the primary side of the vehicle-mounted transformer to a wheel set and a steel rail, and then reflowing to a traction substation.
The protective earth system can be classified into a vehicle body protective earth system and a vehicle-mounted electrical component protective earth system. As shown in fig. 1, the working ground system and the vehicle body ground system are electrically connected with the steel rail through wheel pairs, and part of the working ground current may enter the vehicle body through the steel rail and the vehicle body ground system, and becomes an important source of voltage and current of the vehicle body. The vehicle-mounted electric components connected with the vehicle body to realize grounding comprise a vehicle roof high-voltage cable and vehicle-mounted electric equipment. The roof high-voltage cable consists of a cable core, an insulating layer, a shielding layer and a protective layer. As shown in fig. 1, the roof high voltage cable shield is grounded by being connected to the vehicle body. The cable core voltage is injected to the vehicle body through the capacitive coupling between the cable core and the shielding layer and becomes another source of the voltage and the current of the vehicle body. For grounded vehicle-mounted electrical equipment, the influence of weak current leaked to a train body on the voltage of the train body and the backflow on-train is weak, and the influence is not considered in a train body-ground equivalent model of the motor train unit.
Other influencing factors of the carding vehicle body voltage and current:
for the roof part, the influence factors include the coupling capacitance between the pantograph and the vehicle body and the equivalent inductance of the voltage transformer. In addition, from the outside of the driven train, capacitive coupling between the catenary closer to the car body and the car body also actually exists. When the motor train unit undergoes a high-frequency electromagnetic transient process, the electric field coupling has a significant influence on the surge overvoltage of the motor train unit body, as well as the capacitive coupling between the high-voltage cable on the roof and the motor train unit body. However, except for long-consist motor train units passing through the on-board automatic electric phase separation condition, the existing scholars do not consider the coupling in modeling for the ground safety analysis of the motor train unit.
For the car body and the car bottom part, car body impedance parameters (including car body equivalent resistance, car body equivalent inductance and contact resistance between adjacent car bodies), grounding system impedance and track impedance (including track equivalent resistance and track equivalent inductance) all influence the voltage and current of the car body. Between the adjacent vehicle body grounding points, the track, the vehicle body grounding system and the vehicle body form a closed area at the bottom of the vehicle. In this region, if the track impedance is higher than the sum of the vehicle body impedance and the vehicle body ground impedance, more traction current will flow back through the vehicle body rather than through the track. Meanwhile, capacitive coupling between the vehicle body and the steel rail can also obviously influence the voltage and the current of the vehicle body in the high-frequency electromagnetic transient working condition. To ensure the accuracy of the vehicle-net equivalent model. Rail to ground distributed capacitance and rail leakage conductance should also be considered in the model.
In summary, the car-net model needs to consider the following factors:
f1 grounding mode of the working grounding system and the vehicle body grounding system.
f2 capacitive coupling between the catenary and the vehicle body.
f3 capacitive coupling between the high voltage cable of the roof and the car body.
f4 parameters of the high-voltage cable on the roof, the train body, the grounding system of the motor train unit and the track.
f5 equivalent inductance of coupling capacitance and voltage transformer between pantograph and vehicle body.
And determining the topology of the model by combining the analyzed electric structure of the motor train unit.
2. Establishing vehicle-network equivalent circuit models under different working conditions and different grounding modes
Taking a typical short-grouping motor train unit with the electrical structure and parameters consistent with those of a CRH3 motor train unit as an example, ATP-EMTP software is utilized to establish a train-network equivalent model under different working conditions and different vehicle body grounding modes. The analyzed working conditions comprise normal running, passing through a single-end blocked track insulation joint, descending a bow, carrying out bow net vibration off-line arcing, passing through a vehicle-mounted automatic electric split phase, simultaneously generating bow net vibration off-line arcing for two lines of motor train units positioned on the same power supply arm and simultaneously generating bow net vibration off-line arcing for two lines of motor train units positioned on different adjacent power supply arms. For each analyzed working condition, it is assumed that the motor train unit has 16 vehicle body grounding modes, including four different grounding distributions (4 # and 5 # vehicle body grounding, 1 #, 4 # and 5 # and 8 # vehicle body grounding, 3 # and 4 # and 5 # and 6 # vehicle body grounding, all vehicle body grounding) and four grounding resistances (0 Ω, 0.05 Ω, 0.2 Ω and 0.5 Ω) corresponding to each grounding distribution. These 16 grounding methods cover the general range of ground distribution and ground resistance.
The CRH3 type motor train unit main circuit breaker is arranged above the roof high-voltage cable. In the modeling of each working condition, if the main circuit breaker is closed when the motor train unit operates in the working condition, all factors f1-f5 listed in the step 1 need to be considered in the modeling; if the motor train unit is operating in this operating condition with the main circuit breaker open (e.g., passing the on-board automatic phase separation), the modeling needs to take into account all the factors listed in step 1, except the operational grounding mode and f 3. Taking the normal running condition of the motor train unit as an example, fig. 2-5 show four vehicle-network equivalent models corresponding to different grounding distributions. All factors f1-f5 listed in step 1 are considered in these four models. In the figure, the equivalent circuit of the roof at the current-taking pantograph position comprises a coupling capacitor between the pantograph and the vehicle body and an equivalent inductor of a voltage transformer. In addition, a Habedank black box arc model is used for simulating arc burning phenomena of bow reduction, bow net vibration off-line and vehicle-mounted automatic electric phase separation. Taking the conditions of bow net vibration off-line arcing and the transient process of passing the phase separation of the single-train running as an example 1, fig. 6 and 7 respectively show corresponding equivalent circuit models (taking the vehicle bodies of No. 1, No. 4, No. 5 and No. 8 as examples of grounding). As shown, the combined circuit of the arc model and the switch simulates the process of arcing. Because the main circuit breaker is in a closed state when the pantograph-catenary vibration is off-line arcing, all factors f1-f5 listed in step 1 are considered in the model shown in fig. 6; the model shown in fig. 7 only considers all factors listed in step 1 except the mode of operational grounding and f3, since the main breaker opens upon passing the onboard automatic electrical split phase.
In modeling, for a bow reduction working condition, an arcing time period is assumed to be 0.05 s-0.35 s, and a traveling distance is assumed to be 0.5km of an A-phase traction substation; for the bow net vibration off-line arcing working condition, assuming that the arcing time period is 0.04 s-0.24 s and the traveling distance is 5km for the phase A traction substation; for the vehicle-mounted automatic electric phase separation working condition, the arcing time of each transient process is assumed to be 0.05-0.15 s; and for the two rows of running vehicles to simultaneously generate bow net vibration offline arc burning, assuming that the two rows of running vehicles are short-marshalled motor train units analyzed in other working conditions, and respectively naming the two rows of running vehicles as 1 vehicle and 2 vehicles. The arcing time periods of the 1 car and the 2 cars are assumed to be 0.04 s-0.24 s and 0.14 s-0.3 s respectively (while the arcing time period is 0.04 s-0.14 s). For the situation that two rows of traveling cranes are located on the A-phase power supply arm, it is assumed that 1 vehicle and 2 vehicles are respectively 4km and 24km away from the A-phase traction substation; for the case that 1 car is located on the a-phase power supply arm and 2 cars are located on the B-phase power supply arm, it is assumed that the distances between the 1 car and the 2 cars and the traction substation of the power supply arm where the 1 car and the 2 cars are located are both 4 km.
3. Obtaining the voltage and current of the vehicle body under each working condition and each grounding mode
Based on the vehicle-network equivalent circuit model established in the step 2, vehicle body voltages and currents corresponding to 16 grounding modes under seven working conditions that the two trains pass through the vehicle-network equivalent circuit model in normal running, pass through the single-end blocked track insulation joint, fall bow, bow net vibration off-line arcing, pass through vehicle-mounted automatic electric phase splitting, and simultaneously generate bow net vibration off-line arcing in the two trains positioned on the same power supply arm and simultaneously generate bow net vibration off-line arcing in the two trains positioned on different adjacent power supply arms are obtained through simulation. On the basis, the maximum voltage peak value (marked as U) of the 8-section vehicle body corresponding to each grounding mode under each working condition is calculatedtbmaxMaximum value) and peak value of maximum current of vehicle body (marked as I)tbmaxHighest value).
4. Optimization scheme for designing grounding system
For each working condition analyzed in the step 3 except the vehicle-mounted automatic electric phase splitting, comparing the 16 grounding modes with the UtbmaxSum of maximum values ItbmaxThe effect of the highest value. The main breaker is disconnected in the whole process of the vehicle-mounted automatic electric phase separation, so that no vehicle flows into the systemThe traction current of the body is compared with the U pairs only by 16 grounding modes when passing through the vehicle-mounted automatic electric phase splitting working conditiontbmaxThe effect of the highest value. FIGS. 8-16 show U corresponding to 16 grounding modes under seven working conditionstbmaxMaximum value and six working conditions except vehicle-mounted automatic electric phase splitting working condition ItbmaxThe highest value. The grounding distribution 1, 2, 3 and 4 respectively represents the grounding of No. 4 and No. 5 vehicle bodies, the grounding of No. 1, No. 4, No. 5 and No. 8 vehicle bodies, the grounding of No. 3, No. 4, No. 5 and No. 6 vehicle bodies and the grounding of all vehicle bodies.
According to fig. 8(a) -11 (a), 12, 13 and 15, when the grounding distribution 2 or 4 is adopted, except for the condition of passing single end blocking insulation node, U is equal in grounding resistancetbmaxThe highest values are lower than the results corresponding to the other two grounding distributions. For the single-end-blocked insulation joint when the travelling crane passes through, unless a direct grounding mode is adopted, the surge overvoltage of the vehicle body corresponding to the grounding distribution 4 is obviously more serious than the overvoltage corresponding to the other three grounding distributions (see fig. 9 (a)). Meanwhile, if the grounding distribution 4 is adopted, the large current of the vehicle body is most serious under almost all working conditions compared with other three grounding distributions under the condition that the grounding resistance is equal (see fig. 8(b), fig. 10(b), fig. 11(b), fig. 14 and fig. 16). Therefore, the grounding optimization excludes the grounding profile 4.
To sum up, to reduce U under various working conditions as much as possible simultaneouslytbmaxSum of maximum values ItbmaxThe highest value, ground profile 2 (i.e., body grounds No. 1, 4, 5, and 8) is the appropriate choice.
For the influence of the ground resistance under the same ground distribution, it can be clearly found from fig. 8(b) -11 (b), 14 and 16 that a higher ground resistance value results in a lower ItbmaxThe highest value. In contrast, the ground resistance value pair UtbmaxThe effect of the highest value is small. Therefore, the ground resistance value should be appropriately large in the optimum design.
In addition, by comparing the vehicle body currents corresponding to the ground distributions 1, 2, 3 (see fig. 8(b) -11 (b), 14 and 16) under the condition that the ground resistances are equal, I corresponding to the ground distribution 2tbmaxThe highest value is significantly lower than the results corresponding to the grounding profiles 1, 3. From the differences in the grounding distributions 1, 2, 3, it can be seen that: phase (C)For other vehicle bodies, grounding of the No. 1 and No. 8 vehicle bodies easily causes relatively serious vehicle body overcurrent. If the grounding optimization design considers the grounding distribution 2 containing No. 1 and No. 8 vehicle body grounding, I is suppressedtbmaxThe highest value, car body ground resistances No. 1 and No. 8, should be sufficiently large.
According to the analysis result, the optimized grounding scheme is designed as follows: no. 1, No. 4, No. 5 and No. 8 vehicle bodies are grounded, and the ground resistances of the No. 1, No. 4, No. 5 and No. 8 vehicle bodies are 1 omega, 0.5 omega and 1 omega respectively.
5. Verifying the effectiveness of an optimization scheme using a kini coefficient method
Firstly, the grounding optimization scheme is applied to vehicle-network equivalent circuit models corresponding to different working conditions. Obtaining U corresponding to various working conditions after ground optimization through model simulationtbmaxSum of maximum values ItbmaxThe highest value.
Then, for each working condition, the 16 grounding modes analyzed in the step 3 and the U corresponding to the optimization scheme designed in the step 4 are usedtbmaxSum of maximum values ItbmaxThe highest values are respectively named as UiAnd Ii(i ═ 1, 2, ·, 17). Calculating U using equations (1) and (2)iAnd Ii。
For each operating mode, U is calculated by using the formula (3) and the formula (4) respectivelyi、IiCoefficient of kini a1i、a2i。
By passing
And
calculate Ui、IiWeight of ai、bi. And then obtaining the safety risk index k corresponding to each grounding mode through the formula (5)i。
ki＝ai·Ui+bi·Ii(5)
Finally, calculating the safety risk index k corresponding to the 16 grounding modes analyzed in the step 3iAverage value k of (i ═ 1, 2, ·, 16)0. Will k0Safety risk index k corresponding to grounding optimization scheme17. If k is in each operating condition17Are all less than k0The optimization objective implementation is illustrated.
By calculation, k in different cases0And k17The comparison result is shown in FIG. 17. In the figure, the conditions 1 to 17 respectively represent a normal running vehicle, a running vehicle passing through a single-end blocked track insulation section, a bow-lowering running vehicle, a running vehicle generating bow net vibration off-line arcing, a running vehicle passing through vehicle-mounted automatic electric phase-splitting transient processes 1, 2, 3 and 4, 1 vehicle in a simultaneous arcing working condition of two rows of running vehicles with the same power supply arm, 2 vehicles in a simultaneous arcing working condition of two rows of running vehicles with the same power supply arm, 1 vehicle in a simultaneous arcing working condition of two rows of running vehicles with adjacent power supply arms, and 2 vehicles in a simultaneous arcing working condition of two rows of running vehicles with adjacent power supply arms. According to FIG. 17, k for each operating mode17Are all less than k0The optimization scheme in the embodiment can achieve the optimization purpose and is an effective optimization scheme.
Claims (4)
1. A design and verification method for optimization of a train body grounding system of a motor train unit is characterized by comprising the following steps:
step 1: analyzing the source and the influence factors of the voltage and the current of the train body according to the electric structure and the grounding system of the traction network-motor train unit, and determining elements of a train-network equivalent model for optimizing and analyzing the grounding system of the motor train unit;
step 2: establishing vehicle-network equivalent circuit models under different working conditions and different grounding modes;
and step 3: obtaining the vehicle body voltage and the vehicle body current under different working conditions and different grounding modes through the simulation of a vehicle-network equivalent model, and calculating the corresponding vehicle body maximum voltage peak value and the vehicle body maximum current peak value;
and 4, step 4: aiming at reducing the over-voltage and over-current of the vehicle body under various working conditions, designing an optimization scheme of a grounding system by analyzing the general influence of grounding modes on the over-voltage and over-current of the vehicle body under different working conditions;
and 5: and verifying the effectiveness of the optimization scheme by using a Gini coefficient method.
2. The method for optimally designing and verifying the train body grounding system of the motor train unit according to claim 1, wherein the influencing factors of the train body voltage and the train body current in the step 1 comprise:
f1, grounding modes of the work grounding system and the vehicle body grounding system;
f2, capacitive coupling between the catenary and the vehicle body;
f3, capacitive coupling between the roof high-voltage cable and the vehicle body;
f4, parameters of a roof high-voltage cable, a train body, a grounding system of the motor train unit and a track;
f5, a coupling capacitor between the pantograph and the vehicle body and an equivalent inductance of the voltage transformer.
3. The method for optimally designing and verifying the train body grounding system of the motor train unit according to claim 1, wherein different working conditions in the step 2 comprise normal running, passing through a single-end-blocked track insulation joint, bow lowering, bow net vibration off-line arcing, passing through a vehicle-mounted automatic electric phase splitting and multi-train simultaneous bow net off-line arcing; the different grounding modes are 16, and comprise four different grounding distributions and four grounding resistances corresponding to each distribution.
4. The motor train unit train body ground connection of any one of claims 1 to 3The design and verification method for system optimization is characterized in that the step 5 specifically comprises the following steps: calculating the damping coefficients of the maximum voltage peak value and the maximum current peak value of the vehicle body corresponding to different grounding modes and optimization schemes aiming at each working condition, and solving the weight of the damping coefficients by a damping coefficient method to obtain a safety risk index under the corresponding condition; taking an average value k of safety risk indexes corresponding to all grounding modes before optimization0(ii) a Will k0Comparing with the safety risk index a under the optimized grounding mode, if k under each working condition0All are below a, indicating that the optimization objective is achieved.
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