부산대학교 도서관

China's high-speed railway adopts a single-phase AC power supply system. In order to balance the three-phase load on the grid side, the railway traction power supply system sets up a phase-separated area every 30km for commutation power supply. At present, most of the phase-separated areas of China's railways use automatic power-off and over-power phase mode. Before the train enters the neutral section, it will receive a signal to automatically disconnect the on-board circuit breaker to cut off the connection between the catenary and the train load. When the train passes through the articulated electrical phase separation, after on-site observation, the voltage drop between the pantograph and the catenary will break down the air when the pantograph slides on the neutral line and begins to gradually separate from the left branch catenary, resulting in repeatedly burning pantograph arcs. Since the on-board circuit breaker has been opened, the high-voltage cables on the train have no load current. The current through the arc in this process can only come from the stray capacitance of the neutral line, the voltage transformer on the high-voltage side of the train, the on-board cables to the car body and so on, this arc current will cause the overvoltage of the catenary. Combined with the Mayr arc model and the Cassie arc model, an improved Habedank arc correction model was built, and the distributed parameter line model of the traction power supply system and the pantograph-catenary multiple arcing model were jointly established. The influencing factors of split-phase overvoltage are derived from the multiple transient processes of the circuit caused by repeated arcing, and the variation law of split-phase overvoltage is obtained.