A new solution to inductive interference borrowed from electric railroad propulsion signal methodology

IEEE 1991 International Symposium on Electromagnetic Compatibility Pub Date : 1991-08-12 DOI:10.1109/ISEMC.1991.148283

H. Gilcher, J. R. Kwasizur, I. Lipsitz

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引用次数: 1

Abstract

The mitigation of a severe case of inductive interference by using railroad signaling equipment designed for electrified railroad territory is detailed. In 1983, Consolidated Rail Corporation (Conrail) agreed to permit Philadelphia Electric Company (PECo) to build and operate a 230-kV transmission line on a seven-mile section of main line in suburban Philadelphia. It soon became apparent that only 600 MVA was sufficient to interrupt service and damage Conrail's signal facilities. A low-resistance path to ground for the 60-Hz interference currents was therefore provided. Since existing signal systems operating in electric propulsion territory provide this separate path, such equipment was used to resolve the induction problem in the subject nonelectrified railroad applications. Field measurements were taken with a transmission line load of 828 MVA and were used to predict the performance of the signal system at the maximum projected transmission line loading of 1418 MVA steady-state. Based on the calculated results, it was concluded that the signal system will operate satisfactorily at maximum load.<>

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借鉴电气化铁路推进信号方法，提出了一种新的感应干扰求解方法

详细介绍了利用电气化铁路区域专用的铁路信号设备减轻严重感应干扰的情况。1983年，联合铁路公司(Conrail)同意允许费城电力公司(PECo)在费城郊区一段7英里长的干线上建造和运营一条230千伏的输电线路。很快就发现，仅600 MVA就足以中断服务并损坏Conrail的信号设施。因此，为60hz干扰电流提供了一条低阻接地路径。由于现有的电力推进领域的信号系统提供了这种单独的路径，因此这种设备用于解决主题非电气化铁路应用中的感应问题。在输电线负荷为828 MVA时进行了现场实测，并利用实测结果预测了输电线负荷为1418 MVA时信号系统的稳态性能。计算结果表明，该信号系统在最大负荷下运行良好。

本文章由计算机程序翻译，如有差异，请以英文原文为准。

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IEEE 1991 International Symposium on Electromagnetic Compatibility

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