Optimization and Control on High Frequency Resonance of Train‐Network Coupling Systems

Abstract

With the wide application of the electrified railway, high frequency resonances in train-network coupling system often occur, which not only affect the normal operation of trains but also seriously restrict the rapid development of electrified railway. However, the resonance mechanism has not been fully grasped and needs to be solved. First of all, this paper analyzed the new harmonic characteristics of mixed running of alternating current (AC) and direct current (DC) trains in electrified railway. Then, the mechanism of high frequency resonance and the burnout failure reason of the resistor connected with capacitance (RC) branch in the dc train were analyzed. Simulations were carried out to find some basic conclusions and rules. Subsequently, this paper reproduced and analyzed a real case of high frequency resonance accidents of train-network, burnout accident of RC branch of the dc train. Based on the above researches, optimized control methods to avoid the high frequency resonance were introduced. The achievement of this paper provides an important reference and theoretical basis for the comprehensive optimization and control of train-network coupling systems and the resonance suppression measures.

Non-Intrusive Load Monitoring Applied to AC Railways

“…AC railway systems in use today are mostly operated at 25 kV 50/60 Hz and 15 kV 16.7 Hz (for central Europe), yet with different supply schemes and different arrangements of supply sections. The supply traction line undergoes resonance phenomena at fairly low frequencies, possibly amplifying the distortion caused by the trains [28].…”

“…Assessments of rolling stock distortions are carried out for several reasons: traditionally, compliance to limits of emission to prevent interference to signalling [29,30], and in general, excessive induction [31,32]; more recently, attention has been placed on power quality with respect to the rest of the network [33], to resonance triggering and consequential overvoltages [28,34,35]. Finally, distortion has implications for power and energy consumption [36][37][38]; this is gathering more attention, i.e., in order to improve the energy efficiency of electrified transportation systems [39] in a sustainability perspective.…”

Experimental characterisation of active and non‐active harmonic power flow of AC rolling stock and interaction with the supply network

“…Similarly for Germany there are about five recognisable harmonic clusters at about 700, 1100, 1350, 1650 and 2000 Hz. For France, the recognisable harmonic clusters are at 1750, 2500 and 4000 Hz; the peak at 4850 Hz visible in the voltage spectrum may be the result of voltage amplification due to line resonance [17, 18].…”

“…The technological progress in the field of power conversion offers faster, lighter, more compact and more efficient converters with emissions spread farther over the frequency axis [17, 18]. At the same time, electric transportation will reduce headway, packing more densely vehicles and trains, featuring faster and smarter dynamics [19].…”

“…Smart and microgrids have anticipated this tendency: supraharmonics have come into play beyond the ‘usual’ harmonics [20, 21], with issues of network resonance also for small‐size networks. Railways feature resonance at lower frequency, relevant for induction, interference and voltage stability [11, 12, 17, 18]. Traction current harmonics undergo also a significant phase rotation with diversified propagation and interaction between vehicles [22].…”