CN112946419B - Electrified railway AT fault distance measurement correction coefficient calculation method - Google Patents

Electrified railway AT fault distance measurement correction coefficient calculation method Download PDF

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CN112946419B
CN112946419B CN202110127120.8A CN202110127120A CN112946419B CN 112946419 B CN112946419 B CN 112946419B CN 202110127120 A CN202110127120 A CN 202110127120A CN 112946419 B CN112946419 B CN 112946419B
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neutral point
correction coefficient
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CN112946419A (en
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易东
李群湛
郭锴
王辉
苏骆宁
王帅
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
    • G01R31/081—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
    • G01R31/08—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
    • G01R31/50—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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R35/00—Testing or calibrating of apparatus covered by the other groups of this subclass
    • G01R35/005—Calibrating; Standards or reference devices, e.g. voltage or resistance standards, "golden" references

Abstract

The invention discloses a method for calculating a correction coefficient of AT fault distance measurement of an electrified railway, and relates to the technical field of traction power supply of the electrified railway. 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 a 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 a 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 method is suitable for positioning the fault of the traction network of the AT power supply electrified railway.

Description

Electrified railway AT fault distance measurement correction coefficient calculation method
Technical Field
The invention relates to the technical field of traction power supply of electrified railways.
Background
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.
The traction network is not standby and is exposed in the nature, in addition, the bow network is in high-speed contact, most faults of the electrified railway power supply system are natural accidents, such as lightning stroke, insulation aging, environmental pollution and the like, and the flashover of insulators, partition insulators and the like can be caused, 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 measuring principle of the AT power supply traction network always adopts the distance measuring principle of 'AT neutral point current-up-absorption ratio' proposed by Japanese rattan river macro history, ferrying edge width and the like AT the end of 1960 s. Because the current fault location (ranging) method aiming AT the AT traction network is easily influenced by factors such as a circuit structure, an operation mode of the traction network, a power supply mode and the like, the stability and the precision of the method are reduced.
Correction factor Q1、Q2The factors to be considered include the size and capacity of the transformer leakage reactance, the length of the section and its adjacent sections, the impedance of the contact lines, the positive feeder and the rail, the degree of rail leakage, etc. The two values are needed to be evaluated in AT traction networks with different physical parameters, and no theoretical support is provided in the existing research and analysisThe real fault data are corrected in the experiment and actual operation, and are easily interfered by accidental factors and other external factors, and in addition, the data volume accumulation is too small and has no universality, so the application is very inconvenient.
Disclosure of Invention
The invention aims to provide a method for calculating a correction coefficient of AT fault distance measurement of an electrified railway, which can effectively solve the technical problem of calculating the correction coefficient.
The invention is realized by the following technical scheme: a method for calculating the correction coefficient of AT fault distance measurement of electric railway features that the length of the nth AT segment of traction network is D and the autotransformer AT is usednDistance to traction substation is ln(ii) a Defining the current absorption ratio of an AT neutral point of the traction network as follows:
Figure GDA0003474673170000011
in the formula InAnd In+1Autotransformer AT of AT section where fault point is locatednAutotransformer ATn+1The neutral point of the transformer draws current, and the autotransformer AT performs a short-circuit test AT the test point d1nThe neutral point draws a current of I(n)1Autotransformer ATn+1The neutral point draws a current of I(n+1)1(ii) a When the short circuit test is carried out AT the test point d2, the autotransformer ATnThe neutral point draws a current of I(n)2Autotransformer ATn+1The neutral point draws a current of I(n+1)2(ii) a Calculating by the formula (1) to obtain the neutral point current-up ratio H when the test point d1 and the test point d2 respectively carry out the short-circuit test1And the current on absorption ratio H2If transforming from the substation to the autotransformer ATnA distance of lnIt can be found that the distance between the fault points of the traction power substation is
Figure GDA0003474673170000021
In the formula, Q1、Q2For correction factor, D is faultThe length of the AT section is set as two test points d1 and d2 of the nth traction network AT section which are far away from the autotransformer AT of the traction network AT sectionnA distance x1、x2(ii) a Then it is obtained according to the following formula:
Figure GDA0003474673170000022
Figure GDA0003474673170000023
calculating the correction coefficient Q by the equation (3)1Equation (4) calculates the correction factor Q2。
The short-circuit test is carried out on the test point d1 and the test point d2 to obtain the neutral point current which is absorbed by combining the train running position information, and the specific implementation mode is as follows: continuously communicating with a train dispatching system during train operation, and calculating to obtain the neutral point current-up ratio H by using the AT neutral point current-up AT the moment when the train is known to travel to the test point d11(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。
: the neutral point current-up ratio H is obtained by calculating the current-up ratio H of the neutral point current-up ratio by using the AT neutral point current-up AT the moment when the contact network detection vehicle travels to the test point d11(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 short-circuit test is carried out on the test point d1 and the test point d2 to obtain the neutral point current, a train position ground detection device is arranged beside a steel rail, and when the train is detected to run to the test point d1 and the test point d2, information is immediately sent to a fault distance measuring device to obtain the neutral point current.
The correction coefficient Q is calculated by the formula (3)1Equation (4) calculates the correction factor Q2When the correction coefficient is changed by more than 20%, the electrical characteristic of the AT section is abnormal, and the AT section is warned.
The working principle of the invention is as follows: the AT power supply mode and the electrified railway traction substation wiring mode jointly determine a power supply, marked as E, two ends of the power supply must be provided with a power supply system impedance Zs1 and a power supply system impedance Zs2, each AT section is provided with an autotransformer AT1, an autotransformer AT2 and an autotransformer ATn, a contact line T1, a steel rail R1 and a positive feeder F1 of the first AT section are recorded, a contact line T2, a steel rail R2 and a positive feeder F2 of the second AT section are recorded, and a contact line Tn, a steel rail Rn and a positive feeder Fn of the nth AT section are recorded; 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 distances between the two test points d1 and d2 and the AT section autotransformer ATn are x respectively obtained from the distance1、x2Thereby obtaining a correction coefficient Q1Equation (4) calculates the correction factor Q2。
Compared with the prior art, the technology of the invention has the beneficial effects that:
first, the correction coefficient can be calculated 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.
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 FIG. 1, the power supply of the traction substation of the AT power supply mode is E, and the impedance of the power supply system is Zs1Power supply system impedance Zs2An autotransformer AT is arranged AT each AT section1Autotransformer 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; setting the length of the nth traction network AT segment as D and the distance from the nth traction network AT segment to a traction substation as lnTest point d1 to ATnA distance x1Performing TR short circuit test AT d1 while synchronously measuring autotransformer ATnThe neutral point draws a current of I(n)1Autotransformer ATn+1The neutral point draws a current of I(n+1)1Calculating H by equation (1)1：
Figure GDA0003474673170000031
As shown in fig. 2, test point d2 goes to autotransformer ATnA distance x2Performing TR short circuit test AT d2 while synchronously measuring autotransformer ATnThe neutral point draws a current of I(n)2Autotransformer ATn+1The neutral point draws a current of I(n+1)2Calculating H by equation (1)2：
Figure GDA0003474673170000032
The correction coefficient Q can be calculated by equation (3)1Equation (4) calculates the correction factor Q2。
Figure GDA0003474673170000033
Figure GDA0003474673170000034
Examples
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 GDA0003474673170000041
And taking the 4km position as a test point d1:
Figure GDA0003474673170000051
and taking the 7km position as a test point d2:
Figure GDA0003474673170000052
the correction coefficient Q can be calculated by equation (3)1Equation (4) calculates the correction factor Q2。
Figure GDA0003474673170000053
Figure GDA0003474673170000054
Table 2 ranging results of the method of this patent
Figure GDA0003474673170000055
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 correction coefficient of AT fault distance measurement of electric railway features that the length of the nth AT segment of traction network is D and the autotransformer AT is usednDistance to traction substation is ln(ii) a Defining the current absorption ratio of an AT neutral point of the traction network as follows:
Figure FDA0003474673160000011
in the formula InAnd In+1Autotransformer AT of AT section where fault point is locatednAutotransformer ATn+1Neutral point of (1) is sucked upCurrent, autotransformer AT during short circuit test AT test point d1nThe neutral point draws a current of I(n)1Autotransformer ATn+1The neutral point draws a current of I(n+1)1(ii) a When the short circuit test is carried out AT the test point d2, the autotransformer ATnThe neutral point draws a current of I(n)2Autotransformer ATn+1The neutral point draws a current of I(n+1)2(ii) a Calculating by the formula (1) to obtain the ratio H of the current absorbed by the AT neutral point when the test point d1 and the test point d2 respectively carry out the short-circuit test1And the current on absorption ratio H2If transforming from the substation to the autotransformer ATnA distance of lnIt can be found that the distance between the fault points of the traction power substation is
Figure FDA0003474673160000012
In the formula, Q1、Q2For correction factor, D is the length of the failed AT segment, characterized in that: setting two test points d1 and d2 of the nth traction net AT section to be far away from the traction net AT section ATnA distance x1、x2(ii) a Then it is obtained according to the following formula:
Figure FDA0003474673160000013
Figure FDA0003474673160000014
calculating the correction coefficient Q by the equation (3)1Equation (4) calculates the correction factor Q2。
2. The method for calculating the AT fault ranging correction coefficient of the electric railway according to claim 1, wherein the method comprises the following steps: the short-circuit test is carried out on the test point d1 and the test point d2 to obtain the neutral point current which is absorbed by combining the train running position information, and the specific implementation mode is as follows: train with movable trackContinuously communicating with a running dispatching system in operation, and calculating to obtain the neutral point current-up ratio H by using the AT neutral point current-up AT the moment when the train is known to travel to the test point d11(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 method for calculating the AT fault ranging correction coefficient of the electric railway according to claim 1, wherein the method comprises the following steps: the neutral point current-up ratio H is obtained by calculating the current-up ratio H of the neutral point current-up ratio by using the AT neutral point current-up AT the moment when the contact network detection vehicle travels to the test point d11(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 method for calculating the AT fault ranging correction coefficient of the electric railway according to claim 1, wherein the method comprises the following steps: the short-circuit test is carried out on the test point d1 and the test point d2 to obtain the neutral point current, the train position ground detection device is arranged beside the steel rail, and when the train is detected to move to the test point, information is immediately sent to the fault distance measuring device to obtain the neutral point current.
5. The method for calculating the AT fault ranging correction coefficient of the electric railway according to claim 1, wherein the method comprises the following steps: the correction coefficient Q is calculated by the formula (3)1Equation (4) calculates the correction factor Q2When the correction coefficient is changed by more than 20%, the electrical characteristic of the AT section is abnormal, and the AT section is warned.
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