CN108548991A - A kind of fault distance-finding method of single line electric railway direct-furnish Traction networks - Google Patents
A kind of fault distance-finding method of single line electric railway direct-furnish Traction networks Download PDFInfo
- Publication number
- CN108548991A CN108548991A CN201810509050.0A CN201810509050A CN108548991A CN 108548991 A CN108548991 A CN 108548991A CN 201810509050 A CN201810509050 A CN 201810509050A CN 108548991 A CN108548991 A CN 108548991A
- Authority
- CN
- China
- Prior art keywords
- direct
- traction networks
- furnish
- reactance
- rail
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/08—Locating faults in cables, transmission lines, or networks
- G01R31/088—Aspects of digital computing
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/08—Locating faults in cables, transmission lines, or networks
- G01R31/081—Locating faults in cables, transmission lines, or networks according to type of conductors
- G01R31/086—Locating faults in cables, transmission lines, or networks according to type of conductors in power transmission or distribution networks, i.e. with interconnected conductors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S10/00—Systems supporting electrical power generation, transmission or distribution
- Y04S10/50—Systems or methods supporting the power network operation or management, involving a certain degree of interaction with the load-side end user applications
- Y04S10/52—Outage or fault management, e.g. fault detection or location
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Engineering & Computer Science (AREA)
- Mathematical Physics (AREA)
- Theoretical Computer Science (AREA)
- Locating Faults (AREA)
Abstract
The present invention discloses a kind of single line electric railway direct-furnish Traction networks fault distance-finding method, be related to electric railway traction power supply technique field, it can be achieved that direct-furnish Traction networks high-precision fault location, principle is：1) short-circuit impedance of single line direct-furnish Traction networks is related with rail Leakage Current, and rail Leakage Current is distributed conductance and abort situation depending on rail.To realize the high-precision fault localization of direct-furnish Traction networks, meteorological condition when need to be according to short circuit is distributed electric conductivity value with choosing suitable rail.3) influence of amendment reactance in Traction networks reactance formula is not considered first, according to a preliminary estimate position of failure point；Reactance is counted and corrected again, estimates the section where fault point.4) in the section of fault point fault point is can determine using linear interpolation method or Solving Nonlinear Equation algorithm.The high-precision fault location of direct-furnish Traction networks can be achieved in the present invention.In the case of being distributed conductance in-orbitly more accurately, fault localization error is less than 100m.
Description
Technical field
The present invention relates to electric railway traction power supply technique fields.
Background technology
Currently, the general fast railway in China accounts for about the overwhelming majority of electric railway.General speed railway generally uses direct-furnish supplier of electricity
Formula, part high-speed railway also use direct-furnish power supply mode.Single line electric railway traction web frame is complicated and without spare, failure hair
Raw probability is higher.To improve the conevying efficiency of railway, abort situation and class should be determined as early as possible when direct-furnish Traction networks break down
Type.Existing fault location algorithm is reactance method.Reactance method is not influenced by short dot short-circuit resistance, has certain advantage.
Currently, reactance method fault localization is generally adjusted using Piecewise, this method needs multiple short-circuit test.And rail-ground
Distribution conductance changes with the variation of meteorological condition, causes fault localization precision not high, generic failure range error is up to hundreds of
Rice, increases the malfunction elimination time, reduces rail transportation efficiency.
Invention content
The object of the present invention is to provide a kind of single line electric railway direct-furnish Traction networks fault distance-finding methods, it can be effectively
It solves the problems, such as that single line direct-furnish Traction networks failure is accurately positioned, improves the fault location precision of direct-furnish Traction networks.
The thinking of the present invention is to fully consider rail influence of the Leakage Current to direct-furnish impedance of traction electric network over the ground.
The present invention proposes that the realization step of the Fault Location Algorithm of direct-furnish Traction networks is：
Step 1: determining traction substation ground resistance ZE, calculate the unit impedance parameter of each conductor of direct-furnish Traction networks：It is right
In single line electric railway direct-furnish Traction networks, zT、zRAnd zTRRespectively contact net, rail self-impedance and its between mutual impedance；
Step 2: calculating supply lines reactance Xpl；
Step 3: calculating direct-furnish Traction networks unit impedance ze2,
Its imaginary part is taken, Traction networks unit reactance x is obtainede2；
Step 4: the calculation of short-circuit current supply lines that feeds out of the traction busbar voltage and tractive transformer when according to short circuit and
Total reactance X of direct-furnish Traction networksm∑；
Step 5: by the measurement reactance X of traction substation when short circuitm∑With supply lines reactance XplSubtract each other, obtains direct-furnish Traction networks
Measurement reactance XmT, i.e. XmT=Xm∑-Xpl；
Step 6: meteorological condition when according to direct-furnish Traction networks short circuit, determines rail-ground distribution conductance gR, 2. calculated by formula
Rail characteristic impedance Z0With rail propagation coefficient γ,
Step 7: the measurement short-circuit reactance X for passing through direct-furnish Traction networksmTWith by formula 1. calculated direct-furnish Traction networks unit electricity
Anti- xe2Primarily determine distance l of the fault point away from site on supply lines(0), physical fault position lreal<l(0)；
Step 8: determining the estimation section length Δ l of contact net failuremax, enable the minimum value l of contact net abort situationmin
=l(0)-Δlmax, and 3. calculate l using formulaminThe direct-furnish Traction networks reactance X at placem(lmin),
In formula, i is that each section of Traction networks serial number of short dot, n is site on supply lines to short circuit for site from supply lines
Total hop count of each section of direct-furnish Traction networks of point, l(i)For the length of i-th section of direct-furnish Traction networks,To surf the Internet from supply lines
It puts to the direct-furnish Traction networks total length between fault point；
Imag () indicates to take the imaginary part of plural number；
ΔZmsupTo correct impedance supremum, Δ Zmsup=Δ ze/ γ=(zR-zTR)2/(γzR)
kmFor proportionality coefficient, km=(1-kβ)(1-e-γl)
Wherein, e is the bottom of natural logrithm, kβFor another proportionality coefficient, kβ=Z0(1-e-γl)/(4ZE+2Z0)
Step 9: if direct-furnish Traction networks measure short-circuit reactance XmT<Xm(lmin), then continue to enable lmin=lmin-Δlmax, until
Meet direct-furnish Traction networks and measures short-circuit reactance XmT>Xm(lmin) and lminUntil >=0；L is enabled againmax=lmin+Δlmax；Then practical event
Hinder position in [lmin,lmax] within section；
Step 10: in [lmin,lmax] 3. Solving Nonlinear Equation method is used to formula within section, or 3. line is used according to formula
Property interpolation method, or 3. formed according to formula and measure reactance and position curve and inquire the curve, can carry out fault localization.
The beneficial effects of the invention are as follows：
The algorithm significantly reduces the fault localization error of single line electric railway direct-furnish Traction networks, and improves railway with this
Conevying efficiency；The algorithm need not additionally increase other equipment, it is only necessary to select suitable rail-ground to be distributed electricity according to meteorological condition
It leads.As previously mentioned, rail-ground distribution conductance has very big influence for fault localization precision.In-orbit-ground distribution conductance ratio is calibrated
In the case of really, fault localization error is less than 100m.
Description of the drawings
Fig. 1 is direct-furnish Traction networks rail current distributional analysis schematic diagram (T is contact net, and R is rail)
The impedance of traction electric network computational methods that Fig. 2 is rail-the earth distribution conductance when being zero
The impedance of traction electric network computational methods that Fig. 3 is rail-the earth distribution conductance when being infinity
The impedance of traction electric network computational methods that Fig. 4 is rail-the earth distribution conductance when being finite value
Fig. 5 is that rail-the earth is distributed conductance gRInfluence of the traction substation ground resistance to amendment reactance when=0.3S/km
(Ballast track)
Fig. 6 is traction substation ground resistance ZERail-the earth distribution conductance g when=5 ΩRInfluence to correcting reactance (has
Tiny fragments of stone, coal, etc. track)
Fig. 7 is that rail-the earth is distributed conductance gRShadow of the traction substation ground resistance to amendment reactance when=0.006S/km
It rings (non-fragment orbit)
Fig. 8 is traction substation ground resistance ZERail-the earth distribution conductance g when=5 ΩRTo correcting the influence (nothing of reactance
Tiny fragments of stone, coal, etc. track)
Specific implementation mode
The realization step of the present invention is further described with reference to the accompanying drawings and detailed description.
One, direct-furnish Traction networks fault localization principle
To single line electric railway direct-furnish Traction networks, the principle of the Fault Location Algorithm is as follows：
(1) the rail current regularity of distribution
Direct-furnish Traction networks are as shown in Figure 1.Wherein, T is contact net, and R is rail, ZCFor rail characteristic impedance, ZEBecome for traction
Electric institute's ground resistance, gRIt is distributed conductance (S/km) for rail-ground, z is the unit impedance (Ω/km) of conductor, and x is that Traction networks infinitesimal is equal
The distance of Traction networks head end, dx are the length of Traction networks infinitesimal,For failure when supply conductor voltage, zT、zR、zTRRespectively connect
Touch net and rail unit self-impedance and its between mutual impedance.Assuming that contact net electric current isThen rail current is
Wherein, kzIt is contact net to the induction coefficient of rail,
kz=zTR/zR (2)
β is for the convenient coefficient assumed of expression
β=(2ZE+Z0e-γl)/(2ZE+Z0) (3)
Wherein, ZEFor traction substation ground resistance, Z0For the characteristic impedance of rail, γ is the propagation coefficient of rail, the two
Meet
Wherein, gRIt is distributed conductance (S/km) for rail-ground.
First item is the inductive component of rail current in formula (1), which circulates along rail without being released into the earth always；
Section 2 is conducted component, which flows into the earth or from rail is greatly flowed back to, and causes the rail current of each position incomplete
It is identical[1]。
Rail current goes back rail-ground distribution conductance g in addition to related with contact web frameRIt is related.For general electrified area
Section, rail-ground distribution conductance g when fine dayRAbout 0.1~0.2S/km will be then substantially increased in rain and snow, maximum reachable
0.5S/km.High-speed railway is since railway roadbed is thicker and elevated line proportion is larger, gRIt is 0.002~0.01S/km, rain in fine day
It is then reduced to 0.1~0.2S/km.
For convenience, rail-ground distribution conductance g is first analyzed hereRFor the impedance of traction electric network under extreme cases, then analyze rail-ground
It is distributed the calculating of the impedance of traction electric network of conductance under normal circumstances.
(2) the rail Leakage Current under extreme case
A) rail-ground distribution conductance gR=0
Do not consider rail over the ground current leakage when, gR=0, to γ=0 and Z0For infinity.Leakage of current is conducted at this time
The component for entering the earth is zero, and all electric currents flow back to traction substation through rail, i.e. rail is identical with contact net electric current, side
To on the contrary, the long Traction networks equivalent circuit of unit is as shown in Figure 2.In Fig. 2, T is contact net, and R is rail, and z is that the unit of conductor hinders
Anti- (Ω/km).From Figure 2 it can be seen that the voltage of this section of Traction networks is reduced to
Therefore its unit impedance should be
B) rail-ground distribution conductance gR=∞
If on the contrary, rail-ground distribution conductance is when being infinitely great, the conducted component of rail in traction substation and load point or
Short dot is released into the earth completely, and only circulate in rail induced current, the long Traction networks equivalent circuit unit of unit as shown in figure 3,
Voltage is reduced to
When in view of rail-ground distribution conductance being infinitely great, only conducted component leakage of current enter the earth and rail current everywhere
It is equal and with contact net electric current existTherefore, the voltage of this section of Traction networks is reduced to
In view of 2. formula is set up, the measurement reactance of this section of Traction networks is
The measurement reactance of the two is subtracted each other and can be obtained
Δze=(zR-zTR)(1-kz)=(zR-zTR)2/zR (6)
As it can be seen that its difference is positive impedance.After the formula shows that this rail current is released into the earth, lead to direct-furnish Traction networks list
The anti-reduction of steric hindrance.
(3) direct-furnish impedance of traction electric network calculation formula under normal circumstances
As previously shown, the calculated value of direct-furnish impedance of traction electric network is related with rail Leakage Current.In fact, rail current is edge
It rail and is gradually released into the earth, therefore rail current is everywhere and unequal, and become with the variation of fault point and analysis position
Change.Assuming that direct-furnish Traction networks away from traction substation l occur metallic short circuit failure, as shown in Figure 4.In Fig. 4, T is contact
Net, R are rail, and z is the unit impedance (Ω/km) of conductor.The known rail current away from traction substation x isThen scheme
The voltage of dx length is reduced in 3
Formula (7) can be acquired into the drop of the total voltage from traction substation to short dot in [0, l] interval integral, value, which is equal to, leads
Draw busbar voltage
It enablesFor the average current in rail.Then
Wherein,The ratio between rail average current and contact net electric current.To which impedance of traction electric network is represented by
Zm=l [(zT-zTR)+kI(zR-zTR)] (10)
For convenience, it can enable
kβ=Z0(1-e-γl)/(4ZE+2Z0) (11)
It can then be obtained by formula (3)
β=1-2kβ (12)
Formula (12) is substituted into formula (1) and it is integrated in [0, l], derivation can obtain
Wherein,
C=(1-kβ)(1-e-γl)/(γl) (14)
To which the ratio between rail average current and contact net electric current are
Substitution formula (10), can obtain direct-furnish impedance of traction electric network
Zm=l [(zT-zTR)+kI(zR-zTR)] (16)
Currently, formula (5) is generally used to calculate the unit impedance of direct-furnish Traction networks, therefore have
Z′m=ze2l (17)
By formula (16), it subtracts formula (17), can must correct impedance Δ Zm=Zm-Z′m.In view of formula (2) and (5), then correct
Impedance is represented by
ΔZm=(kI-kz)(zR-zTR)l (18)
Formula (18) is substituted by (14) formula (15), and by (2), (15), being arranged can obtain
ΔZm=kmΔZmsup (19)
Wherein,
km=(1-kβ)(1-e-γl) (20)
For a proportionality coefficient,
ΔZmsup=Δ ze/ γ=(zR-zTR)2/(γzR) (21)
To correct the supremum of impedance.The total impedance of direct-furnish Traction networks should be when short-circuit
Zm=Z 'm+ΔZm (22)
In view of formula (14) and (18), formula (15) can be reduced to
kI=kz+km(1-kz)/(γl) (23)
By formula (22) it is found that short circuit when direct-furnish Traction networks total reactance be
Xm(l)=imag (Zm)=imag (ze2l+kmΔZmsup) (24)
Wherein, imag () indicates to take the imaginary part of plural number.If each section of parameter difference of contact net, it is assumed that l(i)For from supply lines
Upper site has to the length of i-th section of direct-furnish Traction networks between fault point
Then distance of the fault point away from site on supply lines is
It is derived from formula (22)：
1) impedance Δ Z is correctedmItem is unrelated with contact net self-impedance, natural unrelated with the wire rod of contact net.Therefore for station,
Though it may be different from other sections, it is constant to correct impedance.Therefore when each section of difference of contact net, only first item is not in formula (22)
Together, and it is unrelated with Section 2.
2) impedance Δ Z is correctedmExcept the mutual impedance between rail self-impedance, rail and contact net has outside the Pass, and also and rail
Propagation coefficient γ is closely related.In the case where rail and its position relationship between contact net determine, γ depends on rail-ground
It is distributed conductance gR。
Assuming that contact net CTS120+JTMH-95, for contact line away from rail plane 6.0m, contact net structure height is 1.4m, steel
Rail model P60, then can be calculated contact net and rail self-impedance and its between mutual impedance be 0.160+j0.596 Ω/km,
0.139+j0.574 Ω/km and 0.050+j0.322 Ω/km.Correct amendment reaction component and rail-ground distribution conductance in impedance,
Relationship between traction substation ground resistance and short dot position l is as shown in figures 5-8.In figure, ZEIt is connect for traction substation
Ground resistance, gRIt is distributed conductance (S/km) for rail-ground, abscissa l is abort situation, Δ XmTo correct reactance.Fig. 5 and Fig. 6 are analyzed
Traction substation ground resistance and rail-influence of the ground distribution conductance to amendment reactance under Ballast track mode, and Fig. 7 and Fig. 8 points
Traction substation ground resistance and rail-influence of the ground distribution conductance to amendment reactance under non-fragment orbit mode are analysed.
By Fig. 5~8 as it can be seen that
1) traction substation ground resistance is to correcting the influence very little of reactance, but can not think that it is equal to infinity；It is no
Then, bigger fault location error will be caused.
2) as rail-ground is distributed the reduction of conductance, being released into the current component of the earth will also reduce, and cause to correct reactance change
Greatly.
3) for Ballast track, correcting reactance, there are a peak values between 5~10km；For non-fragment orbit, electricity is corrected
Though resisting the increase of abort situation and becoming larger and gradually tend to be saturated, peak value is not present within 20km.
Two, Fault Location Algorithm
During fault localization, distance l of the fault point away from site on supply lines is unknown and is amount to be asked.
Step 1: determining traction substation ground resistance ZE, calculate the unit impedance parameter of each conductor of direct-furnish Traction networks：It is right
In single line electric railway direct-furnish Traction networks, zT、zRAnd zTRRespectively contact net, rail self-impedance and its between mutual impedance；
Step 2: calculating supply lines reactance Xpl；
Step 3: calculating direct-furnish Traction networks unit impedance z with formula (5)e2, take its imaginary part that can obtain direct-furnish Traction networks unit reactance
xe2；
Step 4: the calculation of short-circuit current supply lines that feeds out of the traction busbar voltage and tractive transformer when according to short circuit and
Total reactance X of direct-furnish Traction networksm∑；
Step 5: by the measurement reactance X of traction substation when short circuitm∑With supply lines reactance XplSubtract each other, obtains direct-furnish Traction networks
Measurement reactance XmT, i.e. XmT=Xm∑-Xpl；
Step 6: meteorological condition when according to direct-furnish Traction networks short circuit, determines rail-ground distribution conductance gR, calculated by formula (3)
Rail characteristic impedance Z0With rail propagation coefficient γ.If taking rail-ground distribution conductance gRAverage value carry out fault localization, then can not
Avoid there are bigger range errors；
Step 7: the measurement short-circuit reactance X for passing through direct-furnish Traction networksmTWith direct-furnish Traction networks unit reactance xe2It primarily determines
Distance l of the fault point away from site on supply lines(0), physical fault position lreal<l(0)；
Step 8: determining the estimation section length Δ l of contact net failuremax, enable the minimum value l of contact net abort situationmin
=l(0)-Δlmax, and calculate l using formula (25)minThe direct-furnish Traction networks reactance X at placem(lmin),
Step 9: if direct-furnish Traction networks measure short-circuit reactance XmT<Xm(lmin), then continue to enable lmin=lmin-Δlmax, until
Meet direct-furnish Traction networks and measures short-circuit reactance XmT>Xm(lmin) and lminUntil >=0；L is enabled againmax=lmin+Δlmax；Then practical event
Hinder position in [lmin,lmax] within section；
Step 10: in [lmin,lmax] Solving Nonlinear Equation method is used to formula (25) within section, or according to formula (25)
It with linear interpolation method, or is formed according to formula (25) and to measure reactance and position curve and inquire the curve, can carry out fault localization.
Claims (1)
1. a kind of fault distance-finding method of single line electric railway direct-furnish Traction networks includes the unit resistance of each conductor of direct-furnish Traction networks
Anti- and rail characteristic impedance Z0, propagation coefficient γ calculating, it is characterised in that：
Step 1: determining traction substation ground resistance ZE, calculate the unit impedance parameter of each conductor of direct-furnish Traction networks：For list
Line direct-furnish Traction networks, zT、zRAnd zTRRespectively contact net, rail self-impedance and its between mutual impedance；
Step 2: calculating supply lines reactance Xpl；
Step 3: calculating direct-furnish Traction networks unit impedance ze2,
Its imaginary part is taken, direct-furnish Traction networks unit reactance x is obtainede2；
Step 4: calculation of short-circuit current supply lines that the traction busbar voltage and tractive transformer when according to short circuit are fed out and direct-furnish
Total reactance X of Traction networksm∑；
Step 5: by the measurement reactance X of traction substation when short circuitm∑With supply lines reactance XplSubtract each other, obtains the survey of direct-furnish Traction networks
Measure reactance XmT, i.e. XmT=Xm∑-Xpl；
Step 6: meteorological condition when according to direct-furnish Traction networks short circuit, determines rail-ground distribution conductance gR, rail spy is 2. calculated by formula
Levy impedance Z0With rail propagation coefficient γ,
Step 7: the measurement short-circuit reactance X for passing through direct-furnish Traction networksmTWith by formula 1. calculated direct-furnish Traction networks unit reactance xe2
Primarily determine distance l of the fault point away from site on supply lines(0), physical fault position lreal<l(0)；
Step 8: determining the estimation section length Δ l of contact net failuremax, enable the minimum value l of contact net abort situationmin=l(0)-Δlmax, and 3. calculate l using formulaminThe direct-furnish Traction networks reactance X at placem(lmin),
In formula, i is that each section of direct-furnish Traction networks serial number of short dot, n is site on supply lines to short circuit for site from supply lines
Total hop count of each section of direct-furnish Traction networks of point, l(i)For the length of i-th section of direct-furnish Traction networks,For the site from supply lines
To the direct-furnish Traction networks total length between fault point；
Imag () indicates to take the imaginary part of plural number；
ΔZmsupTo correct impedance supremum, Δ Zmsup=Δ ze/ γ=(zR-zTR)2/(γzR)
kmFor proportionality coefficient, km=(1-kβ)(1-e-γl)
Wherein, e is the bottom of natural logrithm, kβFor another proportionality coefficient, kβ=Z0(1-e-γl)/(4ZE+2Z0)
Step 9: if direct-furnish Traction networks measure short-circuit reactance XmT<Xm(lmin), then continue to enable lmin=lmin-Δlmax, until meeting
Traction networks measure short-circuit reactance XmT>Xm(lmin) and lminUntil >=0；L is enabled againmax=lmin+Δlmax；Then physical fault position exists
[lmin,lmax] within section；
Step 10: in [lmin,lmax] 3. Solving Nonlinear Equation method is used to formula within section, or 3. inserted with linear according to formula
Value method, or 3. formed according to formula and measure reactance and position curve and inquire the curve, it can carry out fault localization.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2018102293109 | 2018-03-20 | ||
| CN201810229310 | 2018-03-20 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108548991A true CN108548991A (en) | 2018-09-18 |
| CN108548991B CN108548991B (en) | 2019-06-04 |
Family
ID=63495569
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810509050.0A Active CN108548991B (en) | 2018-03-20 | 2018-05-24 | A kind of fault distance-finding method of single line electric railway direct-furnish Traction networks |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108548991B (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109856502A (en) * | 2018-12-24 | 2019-06-07 | 西南交通大学 | A kind of multiple line direct-furnish Traction networks fault distance-finding method |
| CN110082648A (en) * | 2019-06-19 | 2019-08-02 | 成都交大许继电气有限责任公司 | A kind of T connects the fault distance-finding method of Traction networks |
| CN110579686A (en) * | 2019-09-12 | 2019-12-17 | 池代臻 | Fault testing method and fault testing circuit of rail contact network |
| CN111257688A (en) * | 2020-02-11 | 2020-06-09 | 西南交通大学 | Method for evaluating electrical performance of electrified railway contact net |
| CN111274649A (en) * | 2020-02-11 | 2020-06-12 | 神华包神铁路集团有限责任公司 | Method for evaluating electrical performance of single-line direct-supply electrified railway contact network |
| CN111579925A (en) * | 2020-05-21 | 2020-08-25 | 西南交通大学 | Positive rail ground fault positioning method of fourth rail backflow traction power supply system |
| CN112015160A (en) * | 2019-05-31 | 2020-12-01 | 北京新能源汽车股份有限公司 | Fault temperature determination method and device |
| WO2021191490A1 (en) * | 2020-03-25 | 2021-09-30 | Arcteq Relays Oy | Method and device for line protection |
| CN116599059A (en) * | 2023-07-17 | 2023-08-15 | 中国铁路设计集团有限公司 | Multi-source traction power supply system fault section discrimination and power supply optimization method and device |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU3752497A (en) * | 1996-09-11 | 1998-03-19 | Cegelec Controls Limited | Apparatus and method for monitoring an earth-leakage state of a power distribution system |
| CN102707196A (en) * | 2012-06-08 | 2012-10-03 | 东华理工大学 | Novel single-ended travelling wave distance measuring system of fault of high-speed railway traction network |
| CN103592573A (en) * | 2013-11-15 | 2014-02-19 | 西南交通大学 | Fault distance measuring method for non-parallel-state uplink and downlink traction network where partitions are located |
| CN103823155A (en) * | 2014-01-27 | 2014-05-28 | 中铁第四勘察设计院集团有限公司 | AT traction network short circuit fault distance measurement method |
| CN104316832A (en) * | 2014-10-08 | 2015-01-28 | 成都交大许继电气有限责任公司 | Traction power supply system fault location method applied to multiple operation modes |
| CN104597374A (en) * | 2014-12-26 | 2015-05-06 | 中铁第四勘察设计院集团有限公司 | Fault determining method for T type power supply of electric traction network of double tracked railways |
-
2018
- 2018-05-24 CN CN201810509050.0A patent/CN108548991B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU3752497A (en) * | 1996-09-11 | 1998-03-19 | Cegelec Controls Limited | Apparatus and method for monitoring an earth-leakage state of a power distribution system |
| CN102707196A (en) * | 2012-06-08 | 2012-10-03 | 东华理工大学 | Novel single-ended travelling wave distance measuring system of fault of high-speed railway traction network |
| CN103592573A (en) * | 2013-11-15 | 2014-02-19 | 西南交通大学 | Fault distance measuring method for non-parallel-state uplink and downlink traction network where partitions are located |
| CN103823155A (en) * | 2014-01-27 | 2014-05-28 | 中铁第四勘察设计院集团有限公司 | AT traction network short circuit fault distance measurement method |
| CN104316832A (en) * | 2014-10-08 | 2015-01-28 | 成都交大许继电气有限责任公司 | Traction power supply system fault location method applied to multiple operation modes |
| CN104597374A (en) * | 2014-12-26 | 2015-05-06 | 中铁第四勘察设计院集团有限公司 | Fault determining method for T type power supply of electric traction network of double tracked railways |
Non-Patent Citations (2)
| Title |
|---|
| MINWU CHEN 等: "Study on the Application to Traction Power Supply System of YNvd Transformer", 《2009 INTERNATIONAL CONFERENCE ON SUSTAINABLE POWER GENERATION AND SUPPLY》 * |
| 陈民武 等: "基于双端电气量的高速铁路故障测距方法研究", 《铁道科学与工程学报》 * |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109856502A (en) * | 2018-12-24 | 2019-06-07 | 西南交通大学 | A kind of multiple line direct-furnish Traction networks fault distance-finding method |
| CN109856502B (en) * | 2018-12-24 | 2019-12-10 | 西南交通大学 | Fault location method for compound line direct supply traction network |
| CN112015160A (en) * | 2019-05-31 | 2020-12-01 | 北京新能源汽车股份有限公司 | Fault temperature determination method and device |
| CN110082648A (en) * | 2019-06-19 | 2019-08-02 | 成都交大许继电气有限责任公司 | A kind of T connects the fault distance-finding method of Traction networks |
| CN110082648B (en) * | 2019-06-19 | 2021-04-06 | 成都交大许继电气有限责任公司 | Fault location method for T-connection traction network |
| CN110579686A (en) * | 2019-09-12 | 2019-12-17 | 池代臻 | Fault testing method and fault testing circuit of rail contact network |
| CN110579686B (en) * | 2019-09-12 | 2021-10-29 | 池代臻 | Fault testing method and fault testing circuit of rail contact network |
| CN111257688A (en) * | 2020-02-11 | 2020-06-09 | 西南交通大学 | Method for evaluating electrical performance of electrified railway contact net |
| CN111274649A (en) * | 2020-02-11 | 2020-06-12 | 神华包神铁路集团有限责任公司 | Method for evaluating electrical performance of single-line direct-supply electrified railway contact network |
| WO2021191490A1 (en) * | 2020-03-25 | 2021-09-30 | Arcteq Relays Oy | Method and device for line protection |
| CN111579925A (en) * | 2020-05-21 | 2020-08-25 | 西南交通大学 | Positive rail ground fault positioning method of fourth rail backflow traction power supply system |
| CN116599059A (en) * | 2023-07-17 | 2023-08-15 | 中国铁路设计集团有限公司 | Multi-source traction power supply system fault section discrimination and power supply optimization method and device |
| CN116599059B (en) * | 2023-07-17 | 2023-09-19 | 中国铁路设计集团有限公司 | Multi-source traction power supply system fault section discrimination and power supply optimization method and device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108548991B (en) | 2019-06-04 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108548991B (en) | A kind of fault distance-finding method of single line electric railway direct-furnish Traction networks | |
| CN101672883B (en) | Overhead and cable mixed power transmission line fault locating method and device | |
| CN107609208B (en) | Traction network modeling method considering tunnel section comprehensive grounding system structure | |
| CN107797027A (en) | A kind of electric railway AT draws network fault positioning method | |
| CN104597374B (en) | A kind of failure judgment method for the T-shaped power supply of traction network | |
| KR100968046B1 (en) | Method for ground resistance measurement of transmission tower equipped with overhead groundwires | |
| CN109625007A (en) | A kind of novel grounded system of bullet train, automatic control system and control method | |
| CN108153708B (en) | Calculation method for influencing potential current distribution of steel rail | |
| KR20070046645A (en) | Measurement method of grounding resistance of transmission towers in an energized transmission line system | |
| CN110221181A (en) | A kind of AT sections of full Parallel AT tractive power supply system failure short-circuit independent positioning methods | |
| CN106199331B (en) | Fault identification method of full-parallel power supply system with anti-thunder ring | |
| CN111191181B (en) | Operation energy consumption calculation method for optimizing energy-saving speed of multiple trains in rail transit | |
| CN112904149B (en) | Single-line AT bilateral power supply traction network fault location calculation method | |
| CN108872786A (en) | A kind of electric railway AT Traction networks AT segment fault localization method | |
| CN109799424B (en) | T-shaped line fault location method based on longitudinal impedance | |
| CN112836365B (en) | Unified calculation method for flow distribution of urban rail transit traction power supply system | |
| CN107765098B (en) | Device and method for testing longitudinal resistance of urban rail transit rail | |
| CN106786587B (en) | The method for reducing resistance element network harmonic | |
| CN105244895B (en) | A kind of series compensation location determining method | |
| CN202786117U (en) | Continuous address identification device for coke oven cart | |
| CN110082648A (en) | A kind of T connects the fault distance-finding method of Traction networks | |
| CN112183004B (en) | CDEGS-based power grid induced voltage analysis method | |
| CN105353221B (en) | A kind of impedance of traction electric network online testing device and its test method | |
| CN109941154B (en) | System and method for limiting rail voltage | |
| KR101470932B1 (en) | System for estimating real time catenary impedance using the synchronized measuring power data between operation train and substation |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20221221 Address after: No. 1608, Floor 16, Building 3, No. 198, Tianfu Second Street, Chengdu Hi tech Zone, China (Sichuan) Pilot Free Trade Zone, Chengdu 610200, Sichuan Patentee after: CHENGDU SHANGHUA ELECTRIC Co.,Ltd. Address before: 610031 No. two, section 111, ring road, Chengdu, Sichuan, China Patentee before: SOUTHWEST JIAOTONG University |
|
| TR01 | Transfer of patent right |