CN112505390A - Distributed rail potential and stray current real-time monitoring method - Google Patents
Distributed rail potential and stray current real-time monitoring method Download PDFInfo
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- CN112505390A CN112505390A CN202011495972.4A CN202011495972A CN112505390A CN 112505390 A CN112505390 A CN 112505390A CN 202011495972 A CN202011495972 A CN 202011495972A CN 112505390 A CN112505390 A CN 112505390A
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- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R19/00—Arrangements for measuring currents or voltages or for indicating presence or sign thereof
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- G—PHYSICS
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- 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
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Abstract
The invention discloses a distributed rail potential and stray current real-time monitoring method, which comprises the following steps: s1, setting an analog circuit diagram of a locomotive running in the direct current traction network, and setting measuring points on the steel rail, wherein each measuring point is provided with a steel rail-to-ground potential; s2, drawing a steel rail-to-ground potential distribution diagram according to a kirchhoff second law; s3, the voltage value of each steel rail to the ground potential is measured respectively, and is compared with the distribution diagram of the steel rail to the ground potential, when the voltage value of the steel rail at a measuring point is larger than the corresponding point value on the distribution diagram of the steel rail to the ground potential, stray current exists on the steel rail at the measuring point, and the stray current between any measuring points is calculated.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a distributed rail potential and stray current real-time monitoring method.
Background
In the urban rail transit traction power supply system, each subway line direct current traction network is composed of a plurality of direct current traction substations, an uplink and downlink contact network, an uplink and downlink traveling rail and the like, electric energy is conveyed to a locomotive from the positive pole of a traction substation rectifier through a feeder cable and the contact network, and then flows back to the negative pole of the rectifier from the locomotive through a steel rail (return rail) and a return cable.
Most of the load current returns to the negative pole of the traction substation through the traveling rail and the return cable, but a small part of the load current leaks into the subway track bed and surrounding soil media from the position where the insulation between the rail and the ground is poor, so that stray current is formed. The stray current is a current that flows outside the design or the predetermined avoidance, and is also called "stray current". The harm of the stray current mainly comprises the following aspects: 1. corrosion of running rails and their accessories; 2. damage to the reinforced concrete structure; 3. corrosion of buried pipelines; 4. threat to personal safety; 5. affecting the normal operation of the electrical equipment. Through the monitoring to rail stray current, can discover the weak link of rail leakage and fix a position stray current leakage emergence position, let timely effectual processing of operation personnel to reduce stray current's hidden danger and harm.
Disclosure of Invention
In view of the above problems, the present invention provides a distributed rail potential and stray current real-time monitoring method, which mainly solves the problems in the background art.
The invention provides a distributed rail potential and stray current real-time monitoring method, which comprises the following steps:
s1, setting a simulation circuit diagram during locomotive running in the direct current traction network, wherein the simulation circuit diagram comprises an m-end power supply area, an n-end power supply area, an uplink contact network, a downlink contact network and a steel rail, and arranging a plurality of measuring points on the steel rail, wherein each measuring point is provided with a steel rail-to-ground potential;
s2, respectively determining the ground potential Vm of the power supply area at the end m, E, the ground potential of the rail where the locomotive is located is VT, the resistance of the rail from the power supply area at the end E, m to the locomotive is Rrm, and the current of the rail from the locomotive to the power supply area at the end m is Irm, and drawing a distribution diagram of the ground potential of the rail according to kirchhoff' S second law;
s3, respectively measuring the voltage value Vrm of the ground potential of the steel rail of each measuring point, and respectively comparing the voltage value Vrm with the ground potential distribution diagram of the steel rail, wherein when the voltage value of the ground potential of the steel rail of each measuring point is larger than the corresponding point value on the ground potential distribution diagram of the steel rail, stray current exists on the steel rail of each measuring point; on the contrary, when the rail-to-ground potential voltage value of the measuring point falls on the corresponding point value on the rail-to-ground potential distribution diagram, no stray current exists on the rail of the measuring point.
In a further improvement, the step S2 specifically includes:
according to kirchhoff's second law:
VT,E-Vm,E＝Irm·Rrm
after finishing, the following can be obtained:
VT,E＝Vm,E+Irm·Rrm
combined resistivity formula
And obtaining a linear formula formed by the voltage value V of the steel rail to the ground potential and the distance L of each measuring point, and drawing the linear formula on the distribution diagram of the steel rail to the ground potential.
The further improvement lies in that the method also comprises the following steps:
s4, determining the resistivity rho of the rail, the cross-sectional area S of the rail and the length L of the rail between each measurement pointriCalculating the resistance R of the steel rail between each measuring point according to a resistivity formulariAnd rail current Iri；
The further improvement is that the steel rail resistance R in the step S4riThe calculation formula of (2) is as follows:
current of rail IriThe calculation formula of (2) is as follows:
wherein, the ViAnd Vi-1Respectively the voltage values of the measured point steel rail to the ground potential.
The further improvement lies in that the method also comprises the following steps:
s5, when the stray current exists on the steel rail with the measuring point, measuring the feeder line current I of the ascending contact net and the descending contact netcum、IcdmCalculating the total current I of the m-terminal power supply regioncmAnd according to the second law of kirchhoff, the measuring point is calculatedStray current I on the railSi。
In a further improvement, the calculation formula of the total current of the m-terminal power supply area in the step S5 is as follows:
Icm＝Icum+Icdm
stray current ISiThe calculation formula of (2) is as follows:
Isi＝Icum+Icdm-Iri。
in a further improvement, each point in the rail-to-ground potential profile is different data at the same time.
Compared with the prior art, the invention has the beneficial effects that:
according to the invention, the stray current of the steel rail can be more intuitively monitored by monitoring the return current of the steel rail and processing data, the weak link of the leakage of the steel rail can be found, the leakage occurrence position of the stray current can be positioned, and operators can timely and effectively process the leakage occurrence position, so that the hidden danger and the harm of the stray current are reduced. By synchronously monitoring the potential parameters of the multiple sections of rails and combining the resistance of the steel rail, the distribution condition of the reflux current on the steel rail can be calculated, and the distribution condition of stray current can be evaluated by utilizing the algorithm in the invention, thereby providing a basis for rapidly positioning the current leakage point of the steel rail for field maintainers.
Drawings
The drawings are for illustrative purposes only and are not to be construed as limiting the patent; for the purpose of better illustrating the embodiments, certain features of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.
FIG. 1 is an equivalent schematic diagram of an interval locomotive operation according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of rail potential distribution according to an embodiment of the present invention;
in the figure, Icm is the total current of an m-end power supply area, Icum is the uplink catenary feeder current of the m-end power supply area, Icdm is the downlink catenary feeder current of the m-end power supply area, Icn is the total current of an n-end power supply area, Icun is the uplink catenary feeder current of the n-end power supply area, Icdn is the downlink catenary feeder current of the n-end power supply area, Vi-1 is the potential of a point i-1 steel rail to the ground, and Vi is the potential of a point i steel rail to the ground. UTSM, UTSN are voltage of power supply areas at two ends m and n to steel rails, Rri is resistance of the steel rails from point i to point i-1, Isi is stray current from point i to point i-1, Irm is current of the steel rails from a locomotive to a power supply area at the end m, and Irn is current of the steel rails from the locomotive to a power supply area at the end n.
Detailed Description
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted" and "connected" are to be interpreted broadly, e.g., as being either fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, so to speak, as communicating between the two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art. The technical solution of the present invention is further described below with reference to the accompanying drawings and examples.
Referring to fig. 1 and 2, a method for monitoring a distributed rail potential and a stray current in real time includes the following steps:
s1, setting a simulation circuit diagram during locomotive running in the direct current traction network, wherein the simulation circuit diagram comprises an m-end power supply area, an n-end power supply area, an uplink contact network, a downlink contact network and a steel rail, and arranging a plurality of measuring points on the steel rail, wherein each measuring point is provided with a steel rail-to-ground potential;
s2, respectively determining the ground potential Vm of the power supply area at the end m, E, the ground potential of the rail where the locomotive is located is VT, the resistance of the rail from the power supply area at the end E, m to the locomotive is Rrm, and the current of the rail from the locomotive to the power supply area at the end m is Irm, and drawing a distribution diagram of the ground potential of the rail according to kirchhoff' S second law;
s3, respectively measuring the voltage value Vrm of the ground potential of the steel rail of each measuring point, and respectively comparing the voltage value Vrm with the ground potential distribution diagram of the steel rail, wherein when the voltage value of the ground potential of the steel rail of each measuring point is larger than the corresponding point value on the ground potential distribution diagram of the steel rail, stray current exists on the steel rail of each measuring point; on the contrary, when the rail-to-ground potential voltage value of the measuring point falls on the corresponding point value on the rail-to-ground potential distribution diagram, no stray current exists on the rail of the measuring point.
S4, determining the resistivity rho of the rail, the cross-sectional area S of the rail and the length L of the rail between each measurement pointriCalculating the resistance R of the steel rail between each measuring point according to a resistivity formulariAnd rail current Iri；
S5, when the stray current exists on the steel rail with the measuring point, measuring the feeder line current I of the ascending contact net and the descending contact netcum、IcdmCalculating the total current I of the m-terminal power supply regioncmAnd calculating the stray current I on the steel rail of the measuring point according to the kirchhoff second lawSi。
It can be understood that in the embodiment of the invention, the direct current network is formed by connecting a plurality of direct current power supplies in parallel with the return rail through the contact network, the system wiring is complex, the quantitative analysis of various working conditions of the track line is not facilitated, and the mutual relation of various electrical parameters in the line cannot be directly reflected. The invention is designed to realize the purpose of monitoring stray current in real time through rail potential, and provides a wire mesh equivalent circuit model which divides a steel rail into a plurality of sections for analysis and calculation, as shown in figure 1. In the figure, Icm is the total current of an m-end power supply area, Icum is the uplink catenary feeder current of the m-end power supply area, Icdm is the downlink catenary feeder current of the m-end power supply area, Icn is the total current of an n-end power supply area, Icun is the uplink catenary feeder current of the n-end power supply area, Icdn is the downlink catenary feeder current of the n-end power supply area, Vi-1 is the potential of a point i-1 steel rail to the ground, and Vi is the potential of a point i steel rail to the ground. UTSM, UTSN are voltage of power supply areas at two ends m and n to steel rails, Rri is resistance of the steel rails from point i to point i-1, Isi is stray current from point i to point i-1, Irm is current of the steel rails from a locomotive to a power supply area at the end m, and Irn is current of the steel rails from the locomotive to a power supply area at the end n.
It can be understood that in the embodiment of the present invention, when the measured value of the rail potential is significantly deviated from the characteristic line in the distribution diagram, the stray current in the section is judged according to ohm's law; in contrast, a measurement of the rail potential close to the characteristic line has no or little stray current. The measurement of the rail potential is shown in fig. 2, wherein the potential of the i-1 point steel rail to the ground is the potential of the i point steel rail to the ground. It should be noted that: 1. dense track potential measurement points, which can more specifically display the distribution of stray currents; 2. each point of the rail potential distribution diagram is data at the same time, so that high-precision time synchronization of the measured data is ensured.
As a preferred embodiment of the present invention, the step S2 specifically includes:
according to kirchhoff's second law:
VT,E-Vm,E＝Irm·Rrm
after finishing, the following can be obtained:
VT,E＝Vm,E+Irm·Rrm
combined resistivity formula
And obtaining a linear formula formed by the voltage value V of the steel rail to the ground potential and the distance L of each measuring point, and drawing the linear formula on the distribution diagram of the steel rail to the ground potential.
As a preferred embodiment of the present invention, the steel rail resistance R in the step S4riThe calculation formula of (2) is as follows:
current of rail IriThe calculation formula of (2) is as follows:
wherein, the ViAnd Vi-1Respectively the voltage values of the measured point steel rail to the ground potential.
As a preferred embodiment of the present invention, the calculation formula of the total current of the m-terminal power supply region in step S5 is:
Icm＝Icum+Icdm
stray current ISiThe calculation formula of (2) is as follows:
Isi＝Icum+Icdm-Iri。
in a preferred embodiment of the present invention, each point in the rail-to-ground potential distribution map is different data at the same time.
Compared with the prior art, the invention has the beneficial effects that:
according to the invention, the stray current of the steel rail can be more intuitively monitored by monitoring the return current of the steel rail and processing data, the weak link of the leakage of the steel rail can be found, the leakage occurrence position of the stray current can be positioned, and operators can timely and effectively process the leakage occurrence position, so that the hidden danger and the harm of the stray current are reduced. By synchronously monitoring the potential parameters of the multiple sections of rails and combining the resistance of the steel rail, the distribution condition of the reflux current on the steel rail can be calculated, and the distribution condition of stray current can be evaluated by utilizing the algorithm in the invention, thereby providing a basis for rapidly positioning the current leakage point of the steel rail for field maintainers.
In the drawings, the positional relationship is described for illustrative purposes only and is not to be construed as limiting the present patent; it should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (7)
1. A distributed rail potential and stray current real-time monitoring method is characterized by comprising the following steps:
s1, setting a simulation circuit diagram during locomotive running in the direct current traction network, wherein the simulation circuit diagram comprises an m-end power supply area, an n-end power supply area, an uplink contact network, a downlink contact network and a steel rail, and arranging a plurality of measuring points on the steel rail, wherein each measuring point is provided with a steel rail-to-ground potential;
s2, respectively determining the ground potential Vm of the power supply area at the end m, E, the ground potential of the rail where the locomotive is located is VT, the resistance of the rail from the power supply area at the end E, m to the locomotive is Rrm, and the current of the rail from the locomotive to the power supply area at the end m is Irm, and drawing a distribution diagram of the ground potential of the rail according to kirchhoff' S second law;
s3, respectively measuring the voltage value Vrm of the ground potential of the steel rail of each measuring point, and respectively comparing the voltage value Vrm with the ground potential distribution diagram of the steel rail, wherein when the voltage value of the ground potential of the steel rail of each measuring point is larger than the corresponding point value on the ground potential distribution diagram of the steel rail, stray current exists on the steel rail of each measuring point; on the contrary, when the rail-to-ground potential voltage value of the measuring point falls on the corresponding point value on the rail-to-ground potential distribution diagram, no stray current exists on the rail of the measuring point.
2. The method according to claim 1, wherein the step S2 specifically includes:
according to kirchhoff's second law:
VR,E-Vm,E＝Irm·Rrm
after finishing, the following can be obtained:
VT,E＝Vm,E+Irm·Rrm
combined resistivity formula
And obtaining a linear formula formed by the voltage value V of the steel rail to the ground potential and the distance L of each measuring point, and drawing the linear formula on the distribution diagram of the steel rail to the ground potential.
3. The method of claim 1, further comprising the steps of:
s4, determining the resistivity rho of the rail, the cross-sectional area S of the rail and the length L of the rail between each measurement pointriCalculating the resistance R of the steel rail between each measuring point according to a resistivity formulariAnd rail current Iri。
4. The method according to claim 3, wherein the steel rail resistance R in step S4 is used as a resistance valueriThe calculation formula of (2) is as follows:
current of rail IriThe calculation formula of (2) is as follows:
wherein, the ViAnd Vi-1Respectively the voltage values of the measured point steel rail to the ground potential.
5. The method of claim 3, further comprising the steps of:
s5, when the stray current exists on the steel rail with the measuring point, measuring the feeder line current I of the ascending contact net and the descending contact netcum、IcdmCalculating the total current I of the m-terminal power supply regioncmAnd calculating the stray current I on the steel rail of the measuring point according to the kirchhoff second lawSi。
6. The method according to claim 5, wherein the calculation formula of the total current of the m-terminal power supply area in step S5 is:
Icm＝Icum+Icdm
stray current ISiThe calculation formula of (2) is as follows:
Isi＝Icum+Icdm-Iri。
7. the method of claim 1, wherein each point in the rail-to-ground distribution map is different data at the same time.
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| CN115303329A (en) * | 2022-08-10 | 2022-11-08 | 西南交通大学 | Railway geological disaster early warning system based on steel rail potential-pressure characteristics |
| CN116047363A (en) * | 2023-04-03 | 2023-05-02 | 华东交通大学 | Method and system for monitoring stray current of rail train |
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