高铁弓网电弧对飞机进近着陆的电磁干扰影响

鲁合德; 张强

doi:10.7527/S1000-6893.2020.24036

航空学报 >

2020 , Vol. 41 >Issue 10: 324036 - 324036

DOI: https://doi.org/10.7527/S1000-6893.2020.24036

电子电气工程与控制

高铁弓网电弧对飞机进近着陆的电磁干扰影响

鲁合德 ,
张强

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中国民用航空飞行学院空中交通管理学院, 广汉 618307

收稿日期: 2020-03-31

修回日期: 2020-06-08

网络出版日期: 2020-05-28

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EMI effect of pantograph catenary arc of high-speed railway on aircraft approach landing

LU Hede ,
ZHANG Qiang

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College of Air Traffic Management, Civil Aviation Flight University of China, Guanghan 618307, China

Received date: 2020-03-31

Revised date: 2020-06-08

Online published: 2020-05-28

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摘要

为了研究高铁弓网离线电弧对飞机进近着陆的电磁干扰（EMI）影响，选取高速铁路弓网离线现象发生频繁的电分相处，对高速铁路列车发生弓网离线电弧时的电磁辐射强度进行了实际测试。根据电波传播理论和GB 6364-2013的相关要求，数值计算得到了高铁下穿角、电分相位置以及飞机着陆高度对机载接收信号的影响规律：机载接收信号信干比（SIR）随着高铁下穿角增大逐渐增大；电分相距离机场跑道口越近机载接收信号的信干比越小；随着飞机进近着陆高度的减小，机载接收信号信干比先减小后增大。以高速铁路45°角下穿机场跑道中心时，以飞机受干扰最强的位置分析了弓网离线电弧电磁干扰对仪表着陆系统（ILS）信标台的影响：飞机接收到的航向信标台信号信干比为12.92 dB，小于GB 6364-2013规定最小20 dB的防护率要求；下滑信标台信号信干比为29.08 dB，符合国标要求；指点信标台信号信干比为16.64 dB，小于国标规定的最低23 dB的防护率要求。本文研究为民航与高速铁路的电磁兼容性研究提供了理论依据和技术方法，可以为机场选址和高速铁路选线规划提供支持。

关键词： 高速铁路; 弓网离线电弧; 电磁干扰; 电分相; 进近着陆; 仪表着陆系统; 信干比

本文引用格式

鲁合德 , 张强 . 高铁弓网电弧对飞机进近着陆的电磁干扰影响[J]. 航空学报, 2020 , 41(10) : 324036 -324036 . DOI: 10.7527/S1000-6893.2020.24036

Abstract

To study the ElectroMagnetic Interference (EMI) effect of the pantograph catenary arc of high-speed railway on aircraft approach landing, this study tests the electromagnetic radiation intensity of the pantograph catenary arc in phase separation where the arc occurs frequently. According to the theory of radio wave propagation and GB 6364-2013 the relation between the received signal in the aircraft and the angle of passing through the airport, the position of the phase separation, and the landing height of the aircraft is obtained by numerical calculations. First, the Signal-to-Interference Ratio (SIR) of airborne received signals increases gradually with the increase of the angle of passing through the airport; then, the closer the phase separation is to the airport runway threshold, the smaller the SIR of the airborne signals is; finally, the SIR first decreases and then increases with the reduction of the approach landing height. The EMI effect of the pantograph catenary arc on the Instrument Landing System (ILS) is studied at the position where the aircraft is disturbed most when the high-speed railway passes through the airport runway center at 45°. The SIR of Localizer is 12.92 dB, smaller than the minimum protection rate, 20 dB, specified in the GB 6364-2013; the SIR of Glide Slope is 29.08 dB, meeting the requirement of the national standard; the SIR of Marker is 16.64 dB, which is smaller than the protection rate requirement, 23 dB, of the national standard. This paper presents theoretical basis and technical method for the study of electromagnetic compatibility between civil aviation and high-speed railway, providing support for airport location selection and high-speed railway line selection planning.

Key words： high-speed railway; pantograph catenary arcs; EMI; phase separation; approach landing; instrument landing systems; SIR

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