Active track potential hardware dynamic simulation system

Abstract

The invention provides an urban rail transit rail potential simulation method, which comprises a current source, a first voltage source, a second voltage source, a first active control resistance module, a second active control resistance module, a first passive multi-grounding unit, a passive large resistance module and a second passive multi-grounding unit, and is characterized in that the current source is used for simulating a train, and the voltage sources are used for simulating a traction substation; and the positions of the current sources are controlled by controlling the equivalent output resistance of the active resistance control module and the passive large resistance module, so that track potential simulation of a plurality of trains at different positions of a power supply interval is realized. The method has the advantages of being large in train number, large in train current, low in loss, small in error and the like.

Description

Technical Field

[0001] The invention relates to the technical field of electrified rail transit and power electronic converters, in particular to an active rail potential hardware dynamic simulation system. Background Art

[0002] Traditional urban rail transit DC traction power supply systems usually use running rails as return rails, that is, running rail return mode. Due to the longitudinal resistance of the running rails, the return current generates track potential on the rails. Excessive track potential will endanger the personal safety of passengers; at the same time, the running rails are not completely insulated from the ground, and the train current is easy to leak to the ground to generate stray current, which in turn causes electrochemical corrosion to underground metals, affecting the service life and safety of the infrastructure around the urban rail transit system; in addition, the stray current flowing into the city's main transformer will further affect the safe operation of the power system. Therefore, it is urgent to study the distribution law of track potential and stray current.

[0003] In order to verify the effectiveness of the hardware management measures for track potential and stray current, the hardware dynamic simulation system (hereinafter referred to as the "dynamic model system") is used to simulate and reproduce the temporal and spatial distribution of track potential and stray current under the conditions of changing time and spatial position of the train. Compared with software simulation and theoretical calculation models, the hardware dynamic model system is more intuitive. The track potential hardware dynamic model system usually uses power electronics technology to simulate and reproduce the continuous change of the longitudinal resistance of the running rail and the rail-to-ground transition resistance. The traditional dynamic model system connects the switching device in parallel or in series with the fixed power resistor, and adjusts the equivalent output resistance value by controlling the on and off of the switching device. It is also called a passive hardware dynamic model system. However, the passive hardware dynamic model system has the following problems: (1) The relative error of the fixed resistance value will affect the output accuracy of the passive dynamic mold system. Due to the limitations of the power resistor manufacturing process, the smaller the fixed resistance value, the worse the output accuracy of the above passive dynamic mold system.

[0004] (2) When a large current flows through the fixed resistor, a large amount of heat loss is generated, which limits the size of the return current of the hardware dynamic model system. Summary of the invention

[0005] In view of the existing technical problems, the purpose of the present invention is to propose an active track potential hardware dynamic simulation system, which obtains an equivalent output virtual resistance value through control. Different from the method of using actual fixed value resistance in the traditional dynamic simulation system, the active track potential hardware dynamic simulation system does not involve the problem of power resistor heating, allows a larger return current, and facilitates the simulation of track potential and stray current under multiple trains and multiple working conditions. The specific technical solution is as follows: An active track potential hardware dynamic simulation system includes a current source 1, a first voltage source 2, a second voltage source 3, a first active resistance control module 41, a second active resistance control module 42, a first passive multi-grounding unit 51, a second passive multi-grounding unit 52, and a passive large resistance module 6; The negative terminal 11 of the current source 1 is connected to the positive terminal 21 of the first voltage source 2 and the positive terminal 31 of the second voltage source 3; the positive terminal 12 of the current source 1 is connected to the second terminal 412 of the first active resistance control module 41, the first terminal 421 of the second active resistance control module 42, and the terminal 61 of the passive large resistance module 6; The current source 1 is an alternating current source with variable current amplitude and direction, used to simulate train current; the current amplitude of the current source 1 is determined by factors such as train acceleration, traction substation voltage, train weight and wheel-rail friction; the current direction of the current source 1 is determined by the train running conditions; The positive terminal 21 of the first voltage source 2 is connected to the negative terminal 11 of the current source 1 and the positive terminal 31 of the second voltage source 3, and the negative terminal 22 of the first voltage source 2 is connected to the first terminal 411 of the first active resistance control module 41 and the terminal 511 of the first passive multi-grounding unit 51. The first voltage source 2 is used to simulate the traction substation on the left side of the power supply section; The positive terminal 31 of the second voltage source 3 is connected to the negative terminal 11 of the current source 1 and the positive terminal 21 of the first voltage source 2, and the negative terminal 32 of the second voltage source 3 is connected to the second terminal 422 of the second active resistance control module 42 and the terminal 521 of the second passive multi-grounding unit 52. The second voltage source 3 is used to simulate the traction power supply station on the right side of the power supply section; The first voltage source 2 and the second voltage source 3 are both DC voltage sources, and the voltage amplitude of the DC voltage source is determined by the traction substation voltage of the simulated DC traction power supply system; The first terminal 411 of the first active resistance control module 41 is connected to the negative terminal 22 of the first voltage source 2 and the terminal 511 of the first passive multi-grounding unit 51, and the second terminal 412 of the first active resistance control module 41 is connected to the positive terminal 12 of the current source 1, the first terminal 421 of the second active resistance control module 42, and the terminal 61 of the passive large resistance module 6; The first terminal 421 of the second active resistance control module 42 is connected to the second terminal 412 of the first active resistance control module 41, the positive terminal 12 of the current source 1, and the terminal 61 of the passive large resistance module 6, and the second terminal 422 of the second active resistance control module 42 is connected to the negative terminal 32 of the second voltage source 3 and the terminal 521 of the second passive multi-grounding unit 52; The first active resistance control module 41 and the second active resistance control module 42 are used to simulate the longitudinal resistance of the track between the train and the traction station; The terminal 511 of the first passive multi-grounding unit 51 is connected to the first terminal 411 of the first active resistance control module 41 and the negative terminal 22 of the first voltage source 2; The terminal 521 of the second passive multi-grounding unit 52 is connected to the second terminal 422 of the second active resistance control module 42 and the negative terminal 32 of the second voltage source 3; The terminal 61 of the passive large resistance module 6 is connected to the second terminal 412 of the first active resistance control module 41, the first terminal 421 of the second active resistance control module 42, and the positive terminal 12 of the current source 1; The first passive multi-grounding unit 51, the second passive multi-grounding unit 52, and the passive large resistance module 6 are used to simulate the rail-to-ground transition resistance; On the basis of the above technical solution, the first active resistance control module 41 and the second active resistance control module 42 both include a DC support capacitor C41, an output capacitor C42, a first switch tube S41, a second switch tube S42, a third switch tube S43, a fourth switch tube S44, and an inductor L4.

[0006] One end of the DC support capacitor C41 is connected to the anode end of the first switch tube S41 and the anode end of the third switch tube S43, and the other end of the DC support capacitor C41 is connected to the cathode end of the second switch tube S42 and the cathode end of the fourth switch tube S44. One end of the inductor L4 is connected to the cathode end of the first switch tube S41 and the anode end of the second switch tube S42, and the other end is connected to one end of the output capacitor C42, and is connected to the first terminal 411 of the first active resistance control module 41 or the first terminal 421 of the second active resistance control module 42; the other end of the output capacitor C42 is connected to the cathode end of the third switch tube S43 and the anode end of the fourth switch tube S44, and is connected to the second terminal 412 of the first active resistance control module 41 or the second terminal 422 of the second active resistance control module 42.

[0007] Based on the above technical solution, the first switch tube S41, the second switch tube S42, the third switch tube S43 and the fourth switch tube S44 in the first active resistance control module 41 and the second active resistance control module 42 are any one of semiconductor power switches IGBT, IGCT or MOSFET.

[0008] Based on the above technical solution, the first passive multi-grounding unit 51 and the second passive multi-grounding unit 52 are each a controllable resistance device connected in series with the ground, or a fixed resistance resistor connected in series with the ground, or a diode connected in series with the ground, or directly grounded.

[0009] On the basis of the above technical solution, the passive large resistance module 6 includes an input resistor R61, an output resistor R62, an input capacitor C61, an output capacitor C62, a first switch S61, a second switch S62 and an inductor L6.

[0010] On the basis of the above technical solution, one end of the input resistor R61 is connected to the terminal 61 of the passive large resistor module 6, the other end of the input resistor R61 is connected to one end of the first switch S61, and is connected to one end of the input capacitor C61, the other end of the first switch S61 is connected to one end of the inductor L6, and is connected to one end of the second switch S62, the other end of the inductor L6 is connected to one end of the output capacitor C62 and one end of the output resistor R62, the other end of the output resistor R62 is connected to the other end of the output capacitor C62, the other end of the second switch S62, and the other end of the input capacitor C61 and is grounded.

[0011] The first switch S61 and the second switch S62 are both bidirectional switches.

[0012] Based on the above technical solution, the bidirectional switch is formed by connecting two diodes in series and two diodes in series in parallel and then connecting them in parallel with a semiconductor power switch, or by connecting two semiconductor power switches in series, or by a reverse-blocking IGBT; the semiconductor power switch is an IGBT, a MOSFET or an IGCT.

[0013] On the basis of the above technical solution, the bidirectional switch is formed by two semiconductor power switches connected in series, and the semiconductor power switch is an IGBT, a MOSFET or an IGCT.

[0014] On the basis of the above technical solution, the number of the current source 1, the first active resistance control module 41, and the passive large resistance module 6 is determined by the number of train loads, and one current source 1, one first active resistance control module 41, and one passive large resistance module 6 are added for each additional train load; On the basis of the above technical solution, multiple first active resistance control modules 41 are connected in series between terminal 411 and terminal 412 through their respective first terminals and second terminals; the second terminal 412 of each first active resistance control module 41 is respectively connected to the positive terminal 12 of each current source 1 and the terminal 61 of the passive large resistance module 6; the negative terminal 11 of each current source 1 is connected to the positive terminal 21 of the first voltage source 2 and the positive terminal 31 of the second voltage source 3; the positive terminal 12 of each current source 1 is respectively connected to the second terminal 412 of each first active resistance control module 41; the terminal 61 of the multiple passive large resistance modules 6 is respectively connected to the second terminal 412 of each first active resistance control module 41.

[0015] Beneficial results of the present invention (1) A new active resistor converter topology is adopted, which uses a full-bridge inverter circuit topology to control the terminal voltage according to the input current and the simulated resistance value to simulate the longitudinal resistance of the running rail.

[0016] (2) The multi-train track potential simulation system can simulate the track potential and stray current changes when multiple trains are running. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is the schematic diagram of the simplest active track potential hardware dynamic simulation system of the present invention. Figure 2 This is a schematic diagram of the structure of the active resistance control module of the present invention. Figure 3 Schematic diagrams of examples 1 to 4 of the passive multi-grounding unit of the present invention; Figure 4 It is a structural schematic diagram of the passive large resistance module of the present invention; Figure 5 It is a preferred principle schematic diagram of the active track potential dynamic simulation system of the present invention; Figure 6 It is a schematic diagram of an implementation example of the active track potential dynamic simulation system of the present invention; Figure 7 is a schematic diagram of a switch tube in an active resistance control module of the present invention; Figure 8 is a schematic diagram of a bidirectional switch in a passive large resistance module of the present invention; Fig. 9 It is a schematic diagram of the structure of the multi-train track potential active hardware dynamic model system of the present invention. DETAILED DESCRIPTION

[0018] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0019] In order to describe the invention more specifically, the technical solution of the invention is described in more detail below in conjunction with the accompanying drawings and specific implementation methods. It should be emphasized that the following description is only exemplary and is not intended to limit the scope of the invention and its application.

[0020] like Figure 1 The simplest active track potential hardware dynamic simulation system includes a current source 1, a first voltage source 2, a second voltage source 3, a first active resistance control module 41, a second active resistance control module 42, a first passive multi-grounding unit 51, a passive large resistance module 6, and a second passive multi-grounding unit 52.

[0021] In the track potential hardware dynamic modeling system, the longitudinal resistance of the running rail is proportional to the length of the running rail, and the track-to-ground transition resistance of the running rail is inversely proportional to the length of the running rail. During the operation of the train, the length of the running rail between trains and between trains and traction depots changes continuously with time, and the longitudinal resistance and track-to-ground transition resistance of the running rail between trains and between trains and traction depots change continuously. The longitudinal resistance and track-to-ground transition resistance of the running rail between trains and between trains and traction depots are continuously controlled according to a certain rule to simulate the continuous change of the train position. The magnitude and direction of the current of the current source are controlled according to a certain rule to simulate the continuous change of the train current, so as to obtain the track potential distribution under the dynamic operation of the train.

[0022] Based on the above ideas, the track potential hardware dynamic simulation system described in the present invention simulates the longitudinal resistance of the running rail and the rail-to-ground transition resistance by inserting active resistance control modules and passive large resistance modules between trains and trains, and between trains and traction stations, so as to realize the track potential changes when simulating trains in multiple working conditions, running directions and speed changes.

[0023] like Figure 2 The figure shows the structure of the active resistance control module. The active resistance control module adopts the full-bridge inverter circuit topology. By measuring the magnitude and direction of the input current, the on and off of the four switches in the full-bridge circuit are controlled to change the output voltage, thereby changing the equivalent resistance of the active resistance control module. Specifically: When a current with an amplitude of I flows into the first terminal 411 / 421 of the active resistance control module, the switch tube S44 is controlled to be turned on, the switch tube S43 is turned off, and the switch tubes S41 and S42 are complementary to each other. When the voltage across the DC support capacitor C41 is V1, the duty cycle D1 of the trigger pulse of the switch tube S41 is controlled, and the amplitude D1V1 is generated across the output voltage. The equivalent output resistance of the active resistance control module is: Req = D1V1 / I. When current flows into the first terminal 412 / 422 of the active resistance control module, the switch tube S43 is controlled to be turned on, and the switch tubes S41 and S42 are complementarily turned on. When the voltage across the capacitor is V1, the duty cycle D2 of the trigger pulse of the switch tube S42 is controlled, and the amplitude generated across the output voltage is D2V1. The equivalent output resistance of the active resistance control module is: Reqx = D2V1 / I. The active resistance control module is used to simulate the longitudinal resistance of the running track. If the longitudinal resistance of the running track per unit length is Rx, the active resistance control module simulates the running track length L1=Reqx / Rx.

[0024] Figure 3 (a), (b), (c), and (d) are schematic diagrams of the passive multi-grounding unit in the present invention, which provide four grounding methods, among which: Figure 3 (a) is a schematic diagram of suspended grounding; Figure 3 (b) is a schematic diagram of series resistance grounding; Figure 3 (c) is a schematic diagram of direct grounding; Figure 3 (d) is a schematic diagram of a series diode grounding. The passive multi-grounding unit can be a controllable resistor device connected in series with the ground, a fixed resistance resistor connected in series with the ground, and a diode connected in series with the ground, which is directly grounded.

[0025] like Figure 4 It is a schematic diagram of a passive large resistor module. The bidirectional switch S61 and the bidirectional switch S62 are complementary turned on. The equivalent resistance of the passive large resistor module is controlled by controlling the duty cycle D3 of the trigger pulse of the switch tube S61.

[0026] A schematic diagram of an optimal principle of the active track potential dynamic simulation system is shown in Figure 5 As shown, the current direction of the current source 1 is positive, the train 1 is in a traction condition or an inertia condition, the train 1 is accelerating or running at a constant speed, and the running direction is from traction station 1 to traction station 2. The current flows into the second terminal 412 of the first active resistance control module 41, and the equivalent output resistance Reqx41 increases. The current flows into the first terminal 421 of the second active resistance control module 42, and the equivalent output resistance Reqx42 decreases.

[0027] The schematic diagram of the implementation example of the active track potential dynamic simulation system is as follows Figure 6 As shown in (ac), because multiple AC current sources, active resistance control modules and passive large resistance modules are used, the track potential distribution when multiple trains are running in multiple operating conditions can be simulated.

[0028] The implementation example of active track potential dynamic simulation system is as follows Figure 6As shown in (a), the current direction of current source 1 is positive, train 1 is in traction condition or inertia condition, train 1 is accelerating or running at a constant speed, and the running direction is from traction station 1 to traction station 2. The current direction of current source 1-1 is positive, train 2 is in traction condition or inertia condition, train 2 is accelerating or running at a constant speed, and the running direction is from traction station 1 to traction station 2. The current flows in from the second terminal 412 of the first active resistance control module 41, and the equivalent output resistance Reqx41 increases; when the current flowing through train 1 is greater than the current provided by traction station 1, the current flows in from the first terminal 421 of the second active resistance control module 42, and when the current flowing through train 1 is less than the current provided by traction station 1, the current flows in from the second active resistance control module 42. The current flows into the second terminal 422 of the source controlled resistance module 42. When the running speed of train 1 is greater than the running speed of train 2, the equivalent output resistance Reqx42 decreases. When the running speed of train 1 is less than the running speed of train 2, the equivalent output resistance Reqx42 increases. The current flows into the first terminal 431 of the third active controlled resistance module 43, and the equivalent output resistance Reqx43 decreases. The equivalent output resistance Reqy51 of the first passive multi-grounding unit 51 decreases. The equivalent output resistance Reqy51 of the first passive large resistance module 61 decreases. The equivalent output resistance Reqy6 of the passive large resistance module 6 increases. The equivalent output resistance Reqy52 of the second passive multi-grounding unit 52 increases.

[0029] The implementation example of active track potential dynamic simulation system is as follows Figure 6 As shown in (b), the current direction of current source 1 is positive, train 1 is in traction condition or inertia condition, train 1 is accelerating or running at a constant speed, and the running direction is from traction station 1 to traction station 2. The current direction of current source 1-1 is negative, train 2 is in braking condition, train 2 is decelerating, and the running direction is from traction station 1 to traction station 2. The equivalent output resistance Reqx41 of the first active resistance control module 41 increases; when the running speed of train 1 is greater than the running speed of train 2, the equivalent output resistance Reqx42 of the second active resistance control module 42 decreases. When the running speed of train 1 is lower than that of train 2, the equivalent output resistance Reqx42 of the second active resistance control module 42 increases; the second terminal 422 of the second active resistance control module 42 flows in, and the equivalent output resistance Reqx42 decreases; the equivalent output resistance Reqy51 of the first passive multi-grounding unit 51 decreases; the equivalent output resistance Reqy61 of the passive large resistance module 61 decreases; the equivalent output resistance Reqy62 of the passive large resistance module 62 increases; the equivalent output resistance Reqy52 of the second passive multi-grounding unit 52 increases.

[0030] The implementation example of active track potential dynamic simulation system is as follows Figure 6As shown in (c), the current direction of current source 1 is negative, train 1 is in a braking condition, train 1 is decelerating, and the running direction is from traction station 1 to traction station 2. The current direction of current source 1-1 is negative, train 2 is in a braking condition, train 2 is decelerating, and the running direction is from traction station 1 to traction station 2. The first terminal 411 of the first active resistance control module 41 flows in, and the equivalent output resistance Reqx4 increases; when the current fed back by train 1 is less than the current absorbed by traction station 1, the current flows in from the first terminal 411 of the first active resistance control module 41. When the current fed back by train 1 is greater than the current absorbed by traction station 1, the current flows in from the first terminal 411 of the first active resistance control module 41. When the current is absorbed by the traction station 1, the current flows into the second terminal 412 of the first active resistance control module 41, and the equivalent output resistance Reqx41 decreases; the current flows into the second terminal 422 of the second active resistance control module 42, and the equivalent output resistance Reqx42 decreases; the equivalent output resistance Reqy51 of the first passive multi-grounding unit 51 decreases; the equivalent output resistance Reqy61 of the passive large resistance module 61 decreases; the equivalent output resistance Reqy62 of the passive large resistance module 62 increases; the equivalent output resistance Reqy52 of the second passive multi-grounding unit 52 increases.

[0031] pass Figure 6 The example of (ac) can simulate the track potential and stray current changes when a train runs from traction depot 1 to traction depot 2 and train 1 departs before train 2. By adding current measuring devices and voltage measuring devices to the system, the track potential and total stray current at any position of the train can be obtained.

[0032] like Figure 7 Shown are three implementations of the first switch tube S41 , the second switch tube S42 , the third switch tube S43 , and the fourth switch tube S44 of the first active resistance control module 41 and the second active resistance control module 42 , which are semiconductor power switches IGBT, MOSFET, or IGCT, respectively.

[0033] like Figure 8 The bidirectional switches shown in a and 8b are three implementation modes of the first passive multi-grounding unit 51, the first switch S51 and the second switch S52 of the second passive multi-grounding unit 52 and the first switch S61 and the second switch S62 of the passive large resistance module 6, which ensure that the rail potential can work normally when the rail potential is positive or negative. Figure 8 The bidirectional switch shown in a is composed of two semiconductor power switches IGBT, MOSFET or IGCT connected in series. Figure 8 As shown in b, the bidirectional switch is a reverse resistance IGBT.

[0034] Fig. 9The figure shows a schematic diagram of the structure of a multi-train track potential active hardware dynamic simulation system, wherein the number of trains is N, the number of current sources is N, namely current source 11, current source 12, ..., current source 1N, there are N+1 active resistance control modules, namely the first active resistance control module 41, the second active resistance control module 42, ..., the Nth active resistance control module 4N, the N+1th active resistance control module 4N+1, there are N passive large resistance modules, namely the passive large resistance module 61, the passive large resistance module 62, ..., the passive large resistance module 6N, the active resistance control module, the current source, and the passive large resistance module are connected in the following manner: the first terminal (411, 421 ... 4N1) and the second terminal (412, 422 ... 4N2) of the first active resistance control module 4 are connected in sequence, the negative terminal 111 of the current source 11, the negative terminal 121 of the current source 121, ..., the negative terminal 121 of the current source 1 The negative terminal 1N1 of N is connected to the positive terminal 21 of the first voltage source 2 and the positive terminal 31 of the second voltage source 3, the positive terminal 12 of the current source 11 is connected to the second terminal 412 of the first active resistance control module 41, the positive terminal 122 of the current source 12 is connected to the second terminal 412 of the first active resistance control module 42, ..., the positive terminal 1N2 of the current source 1N is connected to the second terminal 4N2 of the first active resistance control module 4N, the terminal 611 of the passive large resistance module 61 is connected to the second terminal 412 of the first active resistance control module 41, the terminal 621 of the passive large resistance module 62 is connected to the second terminal 422 of the second active resistance control module 42, ..., the terminal 6N1 of the passive large resistance module 6N is connected to the second terminal 4N2 of the Nth active resistance control module 4N, and the working mode of the system after increasing the number of trains is consistent with the multi-train track potential active hardware dynamic simulation system.

[0035] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

[0036] The contents not described in detail in this specification belong to the prior art known to professional and technical personnel in this field.

Claims

1. An active track potential hardware dynamic simulation system, characterized in that: The system comprises a current source (1), a first voltage source (2), a second voltage source (3), a first active resistance control module (41), a second active resistance control module (42), a first passive multi-grounding unit (51), at least one passive large resistance module (6), and a second passive multi-grounding unit (52); The negative terminal (11) of the current source (1) is connected to the positive terminal (21) of the first voltage source (2) and the positive terminal (31) of the second voltage source (3); the positive terminal (12) of the current source (1) is connected to the second terminal (412) of the first active resistance control module (41), the first terminal (421) of the second active resistance control module (42), and the terminal (61) of the passive large resistance module (6); The current source (1) is an alternating current source with variable current amplitude and direction, and is used to simulate train current; the current amplitude of the current source (1) is determined by factors such as train acceleration, traction substation voltage, train weight and wheel-rail friction; the current direction of the current source (1) is determined by train operating conditions; The positive terminal (21) of the first voltage source (2) is connected to the negative terminal (11) of the current source (1) and the positive terminal (31) of the second voltage source (3); the negative terminal (22) of the first voltage source (2) is connected to the first terminal (411) of the first active resistance control module (41) and the terminal (511) of the first passive multi-grounding unit (51); the first voltage source (2) is used to simulate the traction substation on the left side of the power supply section; The positive terminal (31) of the second voltage source (3) is connected to the negative terminal (11) of the current source (1) and the positive terminal (21) of the first voltage source (2), and the negative terminal (32) of the second voltage source (3) is connected to the second terminal (422) of the second active resistance control module (42) and the terminal (521) of the second passive multi-grounding unit (52); the second voltage source (3) is used to simulate the traction power supply station on the right side of the power supply section; The first voltage source (2) and the second voltage source (3) are DC voltage sources, and the voltage amplitude of the DC voltage source is determined by the traction substation voltage of the simulated DC traction power supply system; The first terminal (411) of the first active resistance control module (41) is connected to the negative terminal (22) of the first voltage source (2) and the terminal (511) of the first passive multi-grounding unit (51), and the second terminal (412) of the first active resistance control module (41) is connected to the positive terminal (12) of the current source (1), the first terminal (421) of the second active resistance control module (42), and the terminal (61) of the passive large resistance module (6); The first terminal (421) of the second active resistance control module (42) is connected to the second terminal (412) of the first active resistance control module (41), the positive terminal (12) of the current source (1), and the terminal (61) of the passive large resistance module (6); the second terminal (422) of the second active resistance control module (42) is connected to the negative terminal (32) of the second voltage source (3), and the terminal (521) of the second passive multi-grounding unit (52); The first active resistance control module (41) and the second active resistance control module (42) are used to simulate the longitudinal resistance of the track between the train and the traction station; The terminal (511) of the first passive multi-grounding unit (51) is connected to the first terminal (411) of the first active resistance-controlled module (41) and the negative terminal (22) of the first voltage source (2); The terminal (521) of the second passive multi-grounding unit (52) is connected to the second terminal (422) of the second active resistance-controlled module (42) and the negative terminal (32) of the second voltage source (3); The terminal (61) of the passive large resistance module (6) is connected to the second terminal (412) of the first active resistance control module (41), the first terminal (421) of the second active resistance control module (42), and the positive terminal (12) of the current source (1); The first passive multi-grounding unit (51), the passive large resistance module (6), and the second passive multi-grounding unit (52) are used to simulate rail-to-ground transition resistance.

2. An active rail potential hardware dynamic simulation system as claimed in claim 1, characterized in that: The first active resistance control module (41) comprises a DC support capacitor C41, an output capacitor C42, a first switch tube S41, a second switch tube S42, a third switch tube S43, a fourth switch tube S44, and an inductor L4.

3. An active rail potential hardware dynamic simulation system as claimed in claim 2, characterized in that: The second active resistance control module (42) comprises a DC support capacitor C41, an output capacitor C42, a first switch tube S41, a second switch tube S42, a third switch tube S43, a fourth switch tube S44, and an inductor L4.

4. An active rail potential hardware dynamic simulation system as claimed in claim 3, characterized in that: One end of the DC support capacitor C41 is connected to the anode end of the first switch tube S41 and the anode end of the third switch tube S43, and the other end of the DC support capacitor C41 is connected to the cathode end of the second switch tube S42 and the cathode end of the fourth switch tube S44; one end of the inductor L4 is connected to the cathode end of the first switch tube S41 and the anode end of the second switch tube S42, and the other end is connected to one end of the output capacitor C42, and is connected to the first terminal (411) of the first active resistance control module (41) or the first terminal (421) of the second active resistance control module (42); the other end of the output capacitor C42 is connected to the cathode end of the third switch tube S43 and the anode end of the fourth switch tube S44, and is connected to the second terminal (412) of the first active resistance control module (41) or the second terminal (422) of the second active resistance control module (42); The first switch tube S41, the second switch tube S42, the third switch tube S43 and the fourth switch tube S44 in the first active resistance control module (41) and the second active resistance control module (42) are any one of semiconductor power switches IGBT, IGCT or MOSFET; The first passive multi-grounding unit (51) and the second passive multi-grounding unit (52) are a controllable resistance device connected in series with the ground, or a fixed resistance resistor connected in series with the ground, or a diode connected in series with the ground, or are directly grounded.

5. An active rail potential hardware dynamic simulation system as claimed in claim 4, characterized in that: The passive large resistance module (6) comprises an input resistor R61, an output resistor R62, an input capacitor C61, an output capacitor C62, a first switch S61, a second switch S62 and an inductor L6.

6. An active rail potential hardware dynamic simulation system as claimed in claim 5, characterized in that: One end of the input resistor R61 is connected to the terminal (61) of the passive large resistor module (6), the other end of the input resistor R61 is connected to one end of the first switch S61, and is connected to one end of the input capacitor C61, the other end of the first switch S61 is connected to one end of the inductor L6, and is connected to one end of the second switch S62, the other end of the inductor L6 is connected to one end of the output capacitor C62 and one end of the output resistor R62, the other end of the output resistor R62 is connected to the other end of the output capacitor C62, the other end of the second switch S62, and the other end of the input capacitor C61 and is grounded.

7. An active rail potential hardware dynamic simulation system as claimed in claim 6, characterized in that: The first switch S61 and the second switch S62 are bidirectional switches.

8. An active rail potential hardware dynamic simulation system as claimed in claim 7, characterized in that: The bidirectional switch is formed by connecting two diodes in series and two diodes in series in parallel, and then connecting one semiconductor power switch in parallel. Or two semiconductor power switches connected in series, Or it can be a reverse blocking IGBT; The semiconductor power switch is an IGBT, a MOSFET or an IGCT.

9. An active rail potential hardware dynamic simulation system as claimed in claim 8, characterized in that: The bidirectional switch is formed by two semiconductor power switches connected in series, and the semiconductor power switch is an IGBT, a MOSFET or an IGCT.

10. An active rail potential hardware dynamic simulation system as claimed in claim 9, characterized in that: The number of the current source (1), the second active resistance control module (42), and the passive large resistance module (6) is determined by the number of train loads, and for each additional train load, one current source (1), one first active resistance control module (41), and one passive large resistance module (6) are added; A plurality of the first active resistance-controlled modules (41) are connected in series between a terminal (411) and a terminal (412) via respective first terminals and second terminals; the second terminal (412) of each of the first active resistance-controlled modules (41) is respectively connected to the positive terminal (12) of each current source (1) and the terminal (61) of the passive large resistance module (6); the negative terminal (11) of each current source (1) is connected to the positive terminal (21) of the first voltage source (2) and the positive terminal (31) of the second voltage source (3); the positive terminal (12) of each current source (1) is respectively connected to the second terminal (412) of each first active resistance-controlled module (41); and the terminals (61) of the plurality of passive large resistance modules (6) are respectively connected to the second terminal (412) of each first active resistance-controlled module (41).

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