CN112924815B - Fault distance measurement calculation method for AT power supply electrified railway - Google Patents

Fault distance measurement calculation method for AT power supply electrified railway Download PDF

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CN112924815B
CN112924815B CN202110129284.4A CN202110129284A CN112924815B CN 112924815 B CN112924815 B CN 112924815B CN 202110129284 A CN202110129284 A CN 202110129284A CN 112924815 B CN112924815 B CN 112924815B
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current
point
test
neutral point
correction coefficient
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CN112924815A (en
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易东
李群湛
解绍锋
王帅
王辉
苏骆宁
余俊祥
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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
    • G01R31/088—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
    • 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
    • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
    • G01R31/52—Testing for short-circuits, leakage current or ground faults

Abstract

The invention discloses a fault location calculation method for an AT power supply electrified railway, and relates to the technical field of traction power supply of electrified railways. Calculating a correction coefficient clearly through two short-circuit tests; if the train running information is combined, the correction coefficient can be calculated on line without a short-circuit test; considering that a contact network detection vehicle tests the railway before the railway is put into operation, the running position information of the contact network detection vehicle can be combined to calculate the correction coefficient; or two train positioning devices can be selected from the AT section, when the train passes by, the device sends a command for starting to calculate the correction coefficient to the fault distance measuring device, and the fault distance measuring device calculates the correction coefficient by using the voltage and the current AT the moment. The implementation mode can reduce the impact of the short-circuit test on the related equipment of the power system and the traction power supply system. The method is suitable for positioning the fault of the traction network of the AT power supply electrified railway.

Description

Fault distance measurement calculation method for AT power supply electrified railway
Technical Field
The invention relates to the technical field of traction power supply of electrified railways.
Background
High speed railways have without exception employed electric traction. 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 AT (Auto Transformer) power supply mode has the advantages of longer power supply section and larger power supply capacity, can better meet the requirements of high running density, high running speed and large power supply capacity of the high-speed railway, and becomes the mainstream power supply mode of the high-speed railway in China AT the present stage.
Most faults of the electrified railway power supply system are natural accidents, such as lightning stroke, insulation aging, environmental pollution and the like, which can cause flashover of insulators, partition insulators and the like, so that the protection action is tripped out. Such faults are often transient, with arcing, and are a significant hazard to insulators, zone insulators, and wires. If the hidden trouble of the fault is not eliminated in time, the fault can happen again. The AT traction network of the high-speed electrified railway has a complex structure and is difficult to locate faults, and if the faults cannot be found and eliminated accurately in time, the power failure time is prolonged, and normal transportation is interfered. Therefore, the accurate positioning of the fault of the AT traction network has great significance for the efficient and safe operation of the railway, and can bring great economic and social benefits.
The fault distance measurement principle of the AT power supply traction network always adopts the distance measurement principle of 'AT neutral point current-up-absorption ratio' proposed by the Japanese rattan river macro history, transition edge width and the like AT the end of sixty years. AT present, a fault location (ranging) method for an AT traction network is easily influenced by factors such as a circuit structure, an operation mode and a power supply mode of the traction network, and the stability and the precision of the method are reduced. Especially when the correction coefficient needs to be set by piecewise linearization to improve the ranging accuracy, the factors to be considered include the size and capacity of the transformer leakage reactance, the lengths of the segment and the adjacent segments, the impedances of the contact line, the positive feeder line and the steel rail, the degree of the steel rail leakage, and the like.
Disclosure of Invention
The invention aims to provide a fault location calculation method for an AT power supply electrified railway, which can effectively solve the technical problem of reducing impact during a short-circuit test of a traction power supply system.
The invention aims to solve the technical problems by the following technical scheme: an AT fault distance measurement calculation method for an electrified railway defines the current absorption ratio of an AT neutral point as follows:
Figure GDA0003296613840000011
in the formula InAnd In+1AT of AT segment where fault point is locatednAnd ATn+1The neutral point draws a current and when a short circuit test is performed AT test point d1, ATnThe current drawn at the neutral point is I(n)1，ATn+1The current drawn at the neutral point is I(n+1)1(ii) a When a short circuit test is performed AT test point d2, ATnThe current drawn at the neutral point is I(n)2，ATn+1The current drawn at the neutral point is I(n+1)2(ii) a To ATnAt a distance of lnAnd k is a transformation ratio correction coefficient, b is a coordinate translation correction coefficient, and D is the length of the fault AT section, so that the distance l between the traction substation and a fault point is as follows:
l＝ln+(kH+b)D (2)
let two test points d1 and d2 of the nth AT segment be AT-spaced from the AT segmentnAre each x1、x2(ii) a Rebuild vertical 3 and formula 4 are as follows:
Figure GDA0003296613840000021
Figure GDA0003296613840000022
calculating by the formula (1) to obtain the neutral point current-up ratio H when the test point d1 and the test point d2 are subjected to short-circuit tests respectively1And the current on absorption ratio H2Then, the transformation ratio correction coefficient k is calculated by equation (3), and the coordinate translation correction coefficient b is calculated by equation (4).
The current absorbed by the neutral point obtained when the short-circuit test is carried out on the test point d1 and the test point d2 is obtained by combining train operation position information, and the specific implementation mode is as follows: when the train is communicated with the train dispatching system to know that the train runs to the test point d1, the current-up ratio H of the neutral point is obtained by calculating the current-up of the AT neutral point AT the moment1(ii) a When the train is known to travel to the test point d2, the current drawn by the AT neutral point AT the moment is calculatedCurrent ratio H of neutral point2。
The neutral point current-up absorption obtained when the test point d1 and the test point d2 are subjected to a short-circuit test is obtained by the operation of a contact net detection vehicle, and the specific implementation mode is as follows: the high-speed communication function is added in the contact network detection vehicle and the fault distance measuring device of the substation, when the contact network detection vehicle travels to the test point d1, the current-up ratio H of the neutral point to the neutral point is obtained through calculation by using the current-up of the AT neutral point AT the moment1(ii) a When the contact net detection vehicle travels to the test point d2, the current-up ratio H of the neutral point is calculated by the current-up of the AT neutral point AT the moment2。
The current absorbed by the neutral point is obtained by carrying out short circuit tests on the test point d1 and the test point d2 through installing a ground train position detection device beside the steel rail, and when the detection train runs to the test point d1 or the test point d2, real-time current information of the test point is immediately sent to a fault location device of the substation.
A transformation ratio correction coefficient k is calculated by an equation (3), a coordinate translation correction coefficient b is calculated by an equation (4), and when the correction coefficient changes by more than 20%, the electrical characteristics of the AT section are abnormal, and a warning is given.
The working principle of the invention is as follows: because the AT power supply mode and the electrified railway traction substation wiring mode jointly determine that the power supply is provided with the power supply marked as E, the two ends of the power supply must be provided with the power supply system impedance Zs1And power system impedance Zs2Each AT section is provided with an autotransformer AT1Autotransformer AT2Autotransformer ATnRecording a contact line T1, a steel rail R1 and a positive feeder F1 of a first AT section, a contact line T2, a steel rail R2 and a positive feeder F2 of a second AT section, and a contact line Tn, a steel rail Rn and a positive feeder Fn of an nth AT section; the length of the nth traction network AT segment is D, and the distance from the nth traction network AT segment to the traction substation is ln. When the contact network has a short-circuit fault, after the current absorption ratio H of the AT neutral point is obtained by the formula (1), the distance l between the substation and the fault point can be drawn by the formula (2). Then, the distance is used to obtain two test points d1 and d2 from the AT section ATnAre each x1、x2Thereby obtaining a ratio-change correction coefficientk and a coordinate translation correction coefficient b.
Compared with the prior art, the invention has the beneficial effects that:
the method for calculating the fault location of the AT power supply electrified railway is a linear equation, has clear significance, is particularly beneficial to setting correction coefficients in a piecewise linearization manner, and can calculate the correction coefficients clearly through two short circuit tests.
And secondly, if the train running information is combined, the correction coefficient can be calculated on line without a short-circuit test.
And thirdly, considering that the contact network detection vehicle can test the line before the railway is put into operation, the contact network detection vehicle can be regularly driven after the railway is put into operation, and the driving position information of the contact network detection vehicle can be combined to calculate the correction coefficient.
And fourthly, two train positioning devices can be selected from the AT section, when the train passes through, the train positioning devices send a command for starting calculation of the correction coefficient to the fault distance measuring device, and the fault distance measuring device calculates the correction coefficient by using the voltage and the current AT the moment.
And fifthly, when the correction coefficient is changed greatly and is larger than 20 percent, the electrical characteristic of the AT section is abnormal, and warning is given.
The implementation mode can reduce the impact of the short-circuit test on the related equipment of the power system and the traction power supply system.
Drawings
Fig. 1 is a schematic diagram of a TR short circuit test AT segment d1 in an embodiment of the present invention.
Fig. 2 is a schematic diagram of a TR short test AT segment d2 in an embodiment of the present invention.
Fig. 3 is a schematic flow chart of the calculation of the AT neutral point current-absorption ratio fault location correction coefficient according to the embodiment of the present invention.
Detailed Description
As shown in figure 1, the power supply of the AT power supply mode electric railway traction substation is E, and the impedance of the power supply system is Zs1Power supply system impedance Zs2Each AT section is provided with an autotransformer AT1FromCoupling transformer AT2Autotransformer ATnRecording a contact line T1, a steel rail R1 and a positive feeder F1 of a first AT section, a contact line T2, a steel rail R2 and a positive feeder F2 of a second AT section, and a contact line Tn, a steel rail Rn and a positive feeder Fn of an nth AT section; the length of the nth traction network AT segment is D, and the distance from the nth traction network AT segment to the traction substation is ln. Test point d1 to ATnA distance x1The TR short-circuit test is carried out AT d1 point, and AT is synchronously measured during the testnThe neutral point draws a current of I(n)1，ATn+1The neutral point draws a current of I(n+1)1Calculating H by equation (1)1：
Figure GDA0003296613840000031
As shown in fig. 2, test point d2 goes to ATnA distance x2The TR short-circuit test is carried out AT d2 point, and AT is synchronously measured during the testnThe neutral point draws a current of I(n)2，ATn+1The neutral point draws a current of I(n+1)2Calculating H by equation (1)2：
Figure GDA0003296613840000032
Then, the transformation ratio correction coefficient k can be calculated by using equation (3), and the coordinate translation correction coefficient b can be calculated by using equation (4), so that the distance l between the traction substation and the fault point is as follows:
l＝ln+(kH+b)D (2)
Figure GDA0003296613840000033
Figure GDA0003296613840000034
and calculating by the three steps to obtain a final ranging result.
Examples of the invention
The simulation calculation example and the correction coefficient calculation flow are shown in fig. 3:
AT segment length D is 15km
Contact line impedance ZT 0.148534+ j 0.586168 (omega/km)
Rail impedance ZR 0.083098+ j 0.444793(Ω/km)
Positive feed line impedance ZF 0.170248+ j 0.716382(Ω/km)
Contact line rail mutual impedance ZTR 0.049348+ j 0.304063 (omega/km)
Contact line positive feed line transimpedance ZTF 0.049348+ j 0.342784(Ω/km)
Positive feeder rail mutual impedance ZFR 0.049348+ j 0.291514 (omega/km)
AT short-circuit voltage percentage is 0.5%
TABLE 1 AT-SECTION HEAD AND TERMINAL VOLTAGE, CURRENT IN TR METALLIC SHORT FAULT
Figure GDA0003296613840000041
Figure GDA0003296613840000051
And taking the 4km position as a test point d1:
Figure GDA0003296613840000052
and taking the 7km position as a test point d2:
Figure GDA0003296613840000053
calculating transformation ratio correction coefficient k by using formula (3), and calculating coordinate translation correction coefficient b by using formula (4)
Figure GDA0003296613840000054
Figure GDA0003296613840000055
Table 2 ranging results of the method of this patent
Figure GDA0003296613840000056
Figure GDA0003296613840000061
As can be seen from Table 2, the ranging results are all less than 300m, and the requirements of the technical specification TJ/GD028-2019 temporary technical conditions for protecting and controlling the electrified railway feeder line are met. The distance measurement results of two test points of 4km and 7km selected by the calculation example are very good at the positions of 3km to 7km in the table. Therefore, test points are selected in a segmented manner, for example, correction coefficients are calculated AT 8km and 13km, or more segments are selected, so that the whole AT segment with the ranging precision is higher, and further description is omitted here.

Claims (5)

1. A method for calculating the fault distance measurement of an AT power supply electrified railway defines the current absorption ratio of an AT neutral point as follows:
Figure FDA0003296613830000011
in the formula InAnd In+1AT of AT segment where fault point is locatednAnd ATn+1The neutral point draws a current and when a short circuit test is performed AT test point d1, ATnThe current drawn at the neutral point is I(n)1，ATn+1The current drawn at the neutral point is I(n+1)1(ii) a When a short circuit test is performed AT test point d2, ATnThe current drawn at the neutral point is I(n)2，ATn+1The current drawn at the neutral point is I(n+1)2(ii) a The method is characterized in that: to ATnAt a distance of lnK is the transformation ratio correction coefficient, b is the coordinate translation correction coefficient, D is soThe length of the AT section of the barrier, the distance l between the traction substation and a fault point is as follows:
l＝ln+(kH+b)D (2)
let two test points d1 and d2 of the nth AT segment be AT-spaced from the AT segmentnAre each x1、x2(ii) a The standing type 3 and the formula 4 are as follows:
Figure FDA0003296613830000012
Figure FDA0003296613830000013
calculating by the formula (1) to obtain the neutral point current-up ratio H when the test point d1 and the test point d2 are subjected to short-circuit tests respectively1And the current on absorption ratio H2Then, the transformation ratio correction coefficient k is calculated by equation (3), and the coordinate translation correction coefficient b is calculated by equation (4).
2. The AT-powered electric railway fault location calculation method according to claim 1, characterized in that: the neutral point current-up absorption obtained when the short-circuit test is carried out on the test point d1 and the test point d2 is obtained by combining train operation position information, and the specific implementation mode is as follows: when the train is communicated with the train dispatching system to know that the train runs to the test point d1, the current-up ratio H of the neutral point is obtained by calculating the current-up of the AT neutral point AT the moment1(ii) a When the train is informed of running to the test point d2, the current-up ratio H of the neutral point is calculated by the current-up of the AT neutral point AT the moment2。
3. The AT-powered electric railway fault location calculation method according to claim 2, characterized in that: the neutral point current-up absorption obtained when the test point d1 and the test point d2 are subjected to a short-circuit test is obtained by the operation of a contact net detection vehicle, and the specific implementation mode is as follows: in contact net inspectionThe high-speed communication function is added in the fault location device of the test car and the substation, when the contact net test car moves to the test point d1, the current-up ratio H of the neutral point to the neutral point is obtained by calculating the current-up ratio of the AT neutral point AT the moment1(ii) a When the contact net detection vehicle travels to the test point d2, the current-up ratio H of the neutral point is calculated by the current-up of the AT neutral point AT the moment2。
4. The AT-powered electric railway fault location calculation method according to claim 2, characterized in that: the current absorbed by the neutral point is obtained by carrying out short circuit tests on the test point d1 and the test point d2 through installing a ground train position detection device beside a steel rail, and when the train is detected to travel to the test point d1 or the test point d2, real-time current information of the test point is immediately sent to a fault location device of a substation.
5. The AT-powered electric railway fault location calculation method according to claim 1, characterized in that: and (3) calculating a transformation ratio correction coefficient k by using an equation (3), and calculating a coordinate translation correction coefficient b by using an equation (4), wherein when the correction coefficient is changed by more than 20%, the electrical characteristics of the AT section are abnormal, and a warning is given.
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