CN111257688A - Method for evaluating electrical performance of electrified railway contact net - Google Patents

Method for evaluating electrical performance of electrified railway contact net Download PDF

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CN111257688A
CN111257688A CN202010086080.2A CN202010086080A CN111257688A CN 111257688 A CN111257688 A CN 111257688A CN 202010086080 A CN202010086080 A CN 202010086080A CN 111257688 A CN111257688 A CN 111257688A
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contact line
section
line
contact
impedance
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CN111257688B (en
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易东
李群湛
郭锴
解绍锋
马庆安
张丽
王辉
王帅
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Southwest Jiaotong University
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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/12—Trolley lines; Accessories therefor
    • B60M1/28—Manufacturing or repairing trolley lines
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R27/00—Arrangements for measuring resistance, reactance, impedance, or electric characteristics derived therefrom
    • G01R27/02—Measuring real or complex resistance, reactance, impedance, or other two-pole characteristics derived therefrom, e.g. time constant

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Abstract

The invention discloses an electric performance evaluation method for an electrified railway contact network, and belongs to the technical field of electrified railway power supply. The power supply arm is divided into a section 1 and a section 2; the upper contact line T1 has a self-impedance of ZT1The self-impedance of the lower contact line T2 is ZT2The mutual impedance of the complex line direct supply contact net is ZTT(ii) a Synchronously measuring the head end voltage and the tail end voltage of an uplink contact line T1, the current of an uplink contact line T1, the head end voltage and the tail end voltage of a downlink contact line T2 and the current of a downlink contact line T2 of the section 1 when a train is at the head end of a power supply arm of the section 1; simultaneously measuring the head end voltage, the tail end voltage of the section 1 up contact line T1, the electricity of the up contact line T1 when the train is at the tail end of the section 1 power armCurrent, head voltage, tail voltage of down contact line T2, and current of down contact line T2. The difference between the virtual impedance and the theoretical value of the virtual impedance can be used for recording and judging the change trend of the electrical performance of the contact network section.

Description

Method for evaluating electrical performance of electrified railway contact net
Technical Field
The invention relates to the technical field of traction power supply of electrified railways.
Background
Electric traction is adopted in high-speed railways in China without exception. With the increase of the mileage of the high-speed railway, the safe and good operation of the traction power supply system cannot be paid high attention.
The traction net is not standby and exposed in the nature, and the bow net is contacted at a high speed, so that the fault is easily caused, the power failure is caused, and the normal operation is influenced. The traction power supply system has a complex structure and severe working conditions. The contact network erected along the railway line has numerous parts, is widely distributed geographically, works in an open environment, needs to bear the high-speed impact of a locomotive pantograph, is not standby, and has the characteristic that the fault of a traction power supply system is easy to occur.
At present, a railway power supply system generally adopts a fault post-processing mode, the fault recovery speed is low, and huge economic loss and adverse social influence are easily caused. The current management mode of the traction power supply system has the following problems:
(1) the failure is treated only after the failure occurs. The daily running state of a traction power supply system is not known, the treatment is only carried out after the occurrence of the fault, the passive treatment mode is adopted, the on-site emergency repair mode brings huge working pressure to on-site emergency repair personnel, personal injury accidents are easily caused, and the requirement of a railway on the high accuracy of the state of a contact network is difficult to meet.
(2) The seek and recovery speed after a failure is slow. The existing fault diagnosis method has low precision, large workload of searching and processing after fault and long time of train shutdown.
(3) There is a lack of effective failure prevention measures. The condition that probably takes place to the future of traction power supply system is estimated inadequately, lacks effective intervention measure.
The occurrence of equipment or system faults is the result of accumulation of a plurality of factors over time, the generation and development of the faults necessarily go through a time process, sometimes the faults seem to be accidental, the internal regularity also exists, and even sudden faults also exist in the induction and development period. If the running state of the traction power supply system can be accurately evaluated, the real-time working state of the system is mastered, the law of the evolution and development of the system state is summarized, the abnormality of the equipment or the system can be identified in advance according to the law, the equipment or the system is overhauled or replaced in advance, the probability of accidents of the traction power supply system can be reduced, and the occurrence of faults is avoided.
Disclosure of Invention
The invention aims to provide an electric performance evaluation method for an electrified railway contact net, which can effectively solve the technical problem of calculating the virtual impedance of a contact net section on line and comparing the virtual impedance with a theoretical calculation value in real time.
The invention solves the technical problem, and adopts the technical scheme that: an electric performance evaluation method of an electrified railway contact network comprises the steps that an ascending contact line T1, a descending contact line T2, a steel rail R, an ascending contact line T1 and a descending contact line T2 at the head end of a contact network power supply arm are connected in parallel, an ascending contact line T1 and a descending contact line T2 at the tail end of the power supply arm are connected in parallel, and the power supply arm is divided into a section 1 and a section 2; the upper contact line T1 has a self-impedance of ZT1The self-impedance of the lower contact line T2 is ZT2The mutual impedance of the complex line direct supply contact net is ZTT(ii) a Simultaneously measuring the head end voltage of the section 1 up line contact T1 when the train is at the head end of the section 1 power arm
Figure BDA0002382099870000011
Terminal voltage
Figure BDA0002382099870000012
Current at the upper contact line T1
Figure BDA0002382099870000013
Down contact lineHead end voltage of T2
Figure BDA0002382099870000014
Terminal voltage
Figure BDA0002382099870000015
Lower contact line T2 current
Figure BDA0002382099870000016
The head end voltage of the section 1 up line contact line T1 is measured simultaneously as the train is at the end of the section 1 power arm
Figure BDA0002382099870000017
Terminal voltage
Figure BDA0002382099870000018
Current at the upper contact line T1
Figure BDA0002382099870000021
Head end voltage of down contact line T2
Figure BDA0002382099870000022
Terminal voltage
Figure BDA0002382099870000023
Current at lower contact line T2
Figure BDA0002382099870000024
(1) While the train is ascending, the virtual impedance Z of the contact line T1 is calculated by the formula (1) every time the train enters the section 1 and exits the section 1, and at the same time, the train is not descending in the section 1T(xn)Calculating the virtual impedance Z of the contact line T2 by equation (2)F(xn)；
Figure BDA0002382099870000025
Figure BDA0002382099870000026
Virtual impedance Z of contact line T1T1(xn)Theoretical value of (Z)T1(ll)The virtual impedance Z of the contact line T2 is obtained from the equation (3)T2(xn)Theoretical value of (Z)T2(ll)As is obtained from the formula (4),
ZT1(ll)＝D(ZT-ZTT) (3)
ZT2(ll)＝D(ZT-ZTT) (4)
in the formula: the unit of the length D is km, and the unit of each impedance Z is Ohm/km; head end voltage of each power supply arm
Figure BDA0002382099870000027
Figure BDA0002382099870000028
And terminal voltage
Figure BDA0002382099870000029
All units of (1) are V, each current
Figure BDA00023820998700000210
Figure BDA00023820998700000211
The unit of (A) is A;
(2) virtual impedance Z of segment 1 contact line T1T1(xn)With its theoretical value ZT1(ll)Substantially equal, segment 1 contact line T1 has no change in electrical properties; virtual impedance Z of segment 1 contact line T1T1(xn)Greater than its theoretical value ZT1(ll)Judging whether the contact line T1 of the section 1 has strand breakage, line breakage, increased abrasion or carrier cable line breakage;
(3) virtual impedance Z of segment 1 contact line T2T2(xn)With its theoretical value ZT2(ll)Substantially equal, segment 1 contact line T2 has no change in electrical properties; virtual impedance Z of segment 1 contact line T2T2(xn)Greater than its theoretical value ZT2(ll)Judging whether the contact line T2 of the section 1 has strand breakage, line breakage, increased abrasion or carrier cable line breakage;
(4) virtual impedance Z of segment 1 contact line T1T1(xn)Less than its theoretical value ZT1(ll)And the virtual impedance Z of segment 1 contact line T2T2(xn)Less than its theoretical value ZT2(ll)If yes, judging that the distance between the upper contact lines T1 and the lower contact lines T2 is shorter;
contact segment 1 with virtual impedance Z of line T1T1(xn)Virtual impedance Z of contact line T2T2(xn)And recording to form a historical database, generating a change trend, and when the change quantity of the change trend exceeds a set value, carrying out maintenance and repair on the section.
When the same electrified railway or a power supply arm is divided into a plurality of sections, the error between the virtual impedance of the contact line of each section and a theoretical value is basically close, and the section with larger difference is judged to have construction quality problems.
The working principle of the invention is as follows: a method for evaluating the electrical performance of an electrified railway contact network in a partition station uplink and downlink parallel direct power supply mode comprises the steps that an electrified railway compound line direct power supply uplink contact line T1, a downlink contact line T2, a steel rail R and a power supply arm head end T1 and T2 are connected in parallel, a tail end T1 and a tail end T2 are connected in parallel, and the power supply arm is divided into a section 1 and a section 2; the upper contact line T1 has a self-impedance of ZT1The self-impedance of the lower contact line T2 is ZT2The mutual impedance of the uplink and downlink contact networks is ZTT(ii) a Synchronously measuring the voltage at the head end of the upstream contact line T1 of the section 1 when the vehicle is at the head end of the section 1
Figure BDA0002382099870000031
And terminal voltage
Figure BDA0002382099870000032
Current at the upper contact line T1
Figure BDA0002382099870000033
Head end voltage of down contact line T2
Figure BDA0002382099870000034
And terminal voltage
Figure BDA0002382099870000035
Lower contact line T2 current
Figure BDA0002382099870000036
Synchronously measuring the voltage at the head end of the section 1 upstream contact line T1 when the vehicle is at the end of the section 1
Figure BDA0002382099870000037
And terminal voltage
Figure BDA0002382099870000038
Current at the upper contact line T1
Figure BDA0002382099870000039
Head end voltage of down contact line T2
Figure BDA00023820998700000310
And terminal voltage
Figure BDA00023820998700000311
Lower contact line T2 current
Figure BDA00023820998700000312
When the train goes into the section 1 and the section 1 every time and the section 1 goes down without train, the virtual impedance Z of the contact line T1 is calculated by the formula (1)T(xn)Calculating the virtual impedance Z of the contact line T2 by using the formula (2)F(xn). Virtual impedance Z of contact line T1T1(xn)Theoretical value of (Z)T1(ll)The virtual impedance Z of the contact line T2 is obtained from the formula (3)T2(xn)Theoretical value of (Z)T2(ll)Obtained from equation (4). The change trend of the electrical performance of the contact network section can be recorded and judged by utilizing the difference between the virtual impedance and the corresponding theoretical value of the virtual impedance, and when the change quantity of the change trend exceeds a set value, the section is overhauled and maintained, so that the occurrence of accidents is reduced.
Compared with the prior art, the technology of the invention has the beneficial effects that:
firstly, the virtual impedance of a contact net is calculated by utilizing the voltage and the current at two ends of a section where a train enters and leaves, and the broken strand, the broken line and the like of the contact net are identified.
And secondly, recording and judging the electrical performance change trend of the contact network section by utilizing the difference between the virtual impedance and the corresponding virtual impedance theoretical value, and when the change quantity of the contact network section exceeds a set value, overhauling and maintaining the section, thereby reducing the occurrence of accidents.
And thirdly, the universality is good, and the implementation is easy.
Drawings
FIG. 1 is a flow chart of the present invention.
Fig. 2 is a schematic view of the train of the present invention at the head end of section 1.
Figure 3 is a schematic representation of the train of the present invention at the end of zone 1.
Detailed Description
As shown in fig. 1, an embodiment of the present invention provides a method for evaluating electrical performance of a contact network of an electrified railway in a regional station, where after a train enters a section 1 and leaves the section 1 each time, a virtual impedance Z of an uplink contact line T1 is calculated by using a formulaT1(xn)Virtual impedance Z of lower contact line T2T2(xn). Segment 1 contact line T1 virtual impedance ZT1(xn)With its theoretical value ZT1(ll)Substantially equal, segment 1 contact line T1 has no change in electrical properties; segment 1 contact line T1 virtual impedance ZT1(xn)Greater than its theoretical value ZT1(ll)At this time, there may be strand breaks, wire breaks, increased wear or carrier cable breaks in the segment 1 contact line T1. Segment 1 contact line T2 virtual impedance ZT2(xn)With its theoretical value ZT2(ll)Substantially equal, segment 1 contact line T2 has no change in electrical properties; segment 1 contact line T2 virtual impedance ZT2(xn)Greater than its theoretical value ZT2(ll)At this time, there may be strand breaks, wire breaks, increased wear or carrier cable breaks in the segment 1 contact line T2. Segment 1 contact line T1 virtual impedance ZT1(xn)Less than its theoretical value ZT1(ll)And segment 1 contact line T2 virtual impedance ZT2(xn)Less than its theoretical value ZT2(ll)It may be that the distance between the upper contact line T1 and the lower contact line T2 becomes shorter.
As shown in fig. 2, the electrified railway complex line direct supply uplink contact line T1, the downlink contact line T2, the steel rail R, the head end T1 and the T2 of the power supply arm are connected in parallel, the tail end T1 and the tail end T2 are connected in parallel, and the power supply arm is divided into a section 1 and a section 2; the upper contact line T1 has a self-impedance of ZT1The self-impedance of the lower contact line T2 is ZT2The mutual impedance of the uplink and downlink contact networks is ZTT(ii) a Synchronously measuring the voltage at the head end of the upstream contact line T1 of the section 1 when the vehicle is at the head end of the section 1
Figure BDA0002382099870000041
And terminal voltage
Figure BDA0002382099870000042
Current at the upper contact line T1
Figure BDA0002382099870000043
Head end voltage of down contact line T2
Figure BDA0002382099870000044
And terminal voltage
Figure BDA0002382099870000045
Lower contact line T2 current
Figure BDA0002382099870000046
Synchronously measuring the voltage at the head end of the section 1 upstream contact line T1 when the vehicle is at the end of the section 1
Figure BDA0002382099870000047
And terminal voltage
Figure BDA0002382099870000048
Current at the upper contact line T1
Figure BDA0002382099870000049
Head end voltage of down contact line T2
Figure BDA00023820998700000410
And terminal voltage
Figure BDA00023820998700000411
Lower contact line T2 current
Figure BDA00023820998700000412
On a trainThe virtual impedance Z of the contact line T1 is calculated by formula each time the vehicle enters the section 1 and exits the section 1, and the section 1 is driven downwards without vehicleT(xn)Virtual impedance Z of contact line T2F(xn). The change trend of the electrical performance of the contact network section can be recorded and judged by utilizing the difference between the virtual impedance and the corresponding theoretical value of the virtual impedance, and when the change quantity of the change trend exceeds a set value, the section is overhauled and maintained, so that the occurrence of accidents is reduced.

Claims (2)

1. An electric performance evaluation method of an electrified railway contact network comprises the steps that an ascending contact line T1, a descending contact line T2, a steel rail R, an ascending contact line T1 and a descending contact line T2 at the head end of a contact network power supply arm are connected in parallel, an ascending contact line T1 and a descending contact line T2 at the tail end of the power supply arm are connected in parallel, and the power supply arm is divided into a section 1 and a section 2; the upper contact line T1 has a self-impedance of ZT1The self-impedance of the lower contact line T2 is ZT2The mutual impedance of the complex line direct supply contact net is ZTT(ii) a Simultaneously measuring the head end voltage of the section 1 up line contact T1 when the train is at the head end of the section 1 power arm
Figure FDA0002382099860000011
Terminal voltage
Figure FDA0002382099860000012
Current at the upper contact line T1
Figure FDA0002382099860000013
Head end voltage of down contact line T2
Figure FDA0002382099860000014
Terminal voltage
Figure FDA0002382099860000015
Lower contact line T2 current
Figure FDA0002382099860000016
When the train is in zone 1Synchronous measurement of head end voltage at contact line T1 on segment 1 at the end of the arm
Figure FDA0002382099860000017
Terminal voltage
Figure FDA0002382099860000018
Current at the upper contact line T1
Figure FDA0002382099860000019
Head end voltage of down contact line T2
Figure FDA00023820998600000110
Terminal voltage
Figure FDA00023820998600000111
Current at lower contact line T2
Figure FDA00023820998600000112
The method is characterized in that:
(1) while the train is ascending, the virtual impedance Z of the contact line T1 is calculated by the formula (1) every time the train enters the section 1 and exits the section 1, and at the same time, the train is not descending in the section 1T(xn)Calculating the virtual impedance Z of the contact line T2 by equation (2)F(xn)；
Figure FDA00023820998600000113
Figure FDA00023820998600000114
Virtual impedance Z of contact line T1T1(xn)Theoretical value of (Z)T1(ll)The virtual impedance Z of the contact line T2 is obtained from the equation (3)T2(xn)Theoretical value of (Z)T2(ll)As is obtained from the formula (4),
ZT1(ll)＝D(ZT-ZTT) (3)
ZT2(ll)＝D(ZT-ZTT) (4)
in the formula: the unit of the length D is km, and the unit of each impedance Z is Ohm/km; head end voltage of each power supply arm
Figure FDA00023820998600000115
Figure FDA00023820998600000116
And terminal voltage
Figure FDA00023820998600000117
All units of (1) are V, each current
Figure FDA00023820998600000118
And
Figure FDA00023820998600000119
the unit of (A) is A;
(2) virtual impedance Z of segment 1 contact line T1T1(xn)With its theoretical value ZT1(ll)Substantially equal, segment 1 contact line T1 has no change in electrical properties; virtual impedance Z of segment 1 contact line T1T1(xn)Greater than its theoretical value ZT1(ll)Judging whether the contact line T1 of the section 1 has strand breakage, line breakage, increased abrasion or carrier cable line breakage;
(3) virtual impedance Z of segment 1 contact line T2T2(xn)With its theoretical value ZT2(ll)Substantially equal, segment 1 contact line T2 has no change in electrical properties; virtual impedance Z of segment 1 contact line T2T2(xn)Greater than its theoretical value ZT2(ll)Judging whether the contact line T2 of the section 1 has strand breakage, line breakage, increased abrasion or carrier cable line breakage;
(4) virtual impedance Z of segment 1 contact line T1T1(xn)Less than its theoretical value ZT1(ll)And the virtual impedance Z of segment 1 contact line T2T2(xn)Less than its theoretical value ZT2(ll)If so, it is determined that the upper contact line T1 and the lower contact line T2 are at the same pitchThe distance is changed to be close;
contact segment 1 with virtual impedance Z of line T1T1(xn)Virtual impedance Z of contact line T2T2(xn)And recording to form a historical database, generating a change trend, and when the change quantity of the change trend exceeds a set value, carrying out maintenance and repair on the section.
2. The method for evaluating the electrical performance of the contact network of the electrified railway is characterized in that when the same electrified railway or a power supply arm is divided into a plurality of sections, the error of the virtual impedance of the contact line of each section is basically close to the error of a theoretical value, and the section with larger difference is judged to have the construction quality problem.
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CN112034393A (en) * 2020-08-20 2020-12-04 北京瑞凯软件科技开发有限公司 Contact network power supply main loop breakpoint diagnosis method and system
CN112034393B (en) * 2020-08-20 2023-10-27 北京瑞凯软件科技开发有限公司 Breakpoint diagnosis method and system for main circuit of power supply of overhead contact system
CN112572241A (en) * 2020-12-22 2021-03-30 中铁十二局集团电气化工程有限公司 Existing electrified railway cable commissioning construction method
CN112572241B (en) * 2020-12-22 2022-04-01 中铁十二局集团电气化工程有限公司 Existing electrified railway cable commissioning construction method

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