WO2016070492A1 - 一种电气化铁路牵引网分段供电分布式保护系统 - Google Patents

一种电气化铁路牵引网分段供电分布式保护系统 Download PDF

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WO2016070492A1
WO2016070492A1 PCT/CN2015/000767 CN2015000767W WO2016070492A1 WO 2016070492 A1 WO2016070492 A1 WO 2016070492A1 CN 2015000767 W CN2015000767 W CN 2015000767W WO 2016070492 A1 WO2016070492 A1 WO 2016070492A1
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Prior art keywords
opening
closing
current
control unit
secondary side
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PCT/CN2015/000767
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English (en)
French (fr)
Inventor
李群湛
黄彦全
易东
陈民武
刘炜
李亚楠
解绍锋
郭锴
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西南交通大学
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Priority to RU2017119756A priority Critical patent/RU2664621C1/ru
Priority to AU2015342634A priority patent/AU2015342634B2/en
Priority to JP2017542236A priority patent/JP6770965B2/ja
Priority to EP15857410.3A priority patent/EP3216644B1/en
Publication of WO2016070492A1 publication Critical patent/WO2016070492A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • B60M3/02—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power with means for maintaining voltage within a predetermined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • B60M3/04—Arrangements for cutting in and out of individual track sections
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/26—Sectionalised protection of cable or line systems, e.g. for disconnecting a section on which a short-circuit, earth fault, or arc discharge has occured
    • H02H7/267—Sectionalised protection of cable or line systems, e.g. for disconnecting a section on which a short-circuit, earth fault, or arc discharge has occured for parallel lines and wires
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention belongs to the technical field of protection of traction electric network of AC electrified railway, and in particular relates to a method and a device for power supply protection of an electrified railway traction network.
  • the traction power supply system of the electrified railway consists of a traction substation and a traction network.
  • the traction network of direct power supply consists of a contact network, a track and a ground.
  • the upper and lower contact networks are usually connected in parallel at the end of the two-wire railway traction network (zoning).
  • the method is that the segmentation information is sent to the traction substation or the dispatching room through the data synchronous acquisition and transmission network through the local measurement and control unit, and is centralizedly processed in the traction substation or the dispatching room to determine the fault of the traction network and its position. After the operation command to cut off the fault is issued. Since the current traction substation is connected to the power system and uses out-of-phase power supply, the traction network is not connected to each other, and the number of segments is small. The method is convenient and effective; but when the in-phase power supply is implemented, the traction network will be connected.
  • the number of segments is greatly increased, and the real-time performance of data synchronous acquisition and transmission and centralized processing of fault information becomes difficult or even impossible, which will greatly affect the practicability of the method. Therefore, how to find out in a timely and accurate manner, Isolation and troubleshooting, and real-time performance is not affected by the number of segments. Maximizing the normal power supply for fault-free segmentation is a problem to be solved by this application.
  • the object of the present invention is to overcome the deficiencies of the prior art and provide a distributed protection method for segmented power supply of an electrified railway traction network, which can timely and accurately determine the fault and its position of the traction network, and quickly isolate and eliminate faults, and maximize To reduce the scope of faults and impacts, improve power supply reliability, better ensure train safety and punctual operation, and the real-time nature of this distributed protection method is not affected by the number of traction network segments, which is the promotion of electrified railway in-phase power supply system.
  • the application provides key technical support.
  • An electrified railway traction network segmented power supply distributed protection system the structure and relationship of the system is: corresponding to the section of the railway, the contact network in the electrified railway traction network is divided into several segments FD, at the segment The contact network segmenter FDQ and the opening and closing station KB are added; the opening and closing station KB includes the circuit breaker DL and the current transformer LH, the voltage transformer YH and the measurement and control unit CK; the circuit breaker DL and the current transformer LH connected in series are connected On the contact network segmenter FDQ, the segmenter FDQ is connected in series in the contact network to enable the train to pass through without interruption; the circuit breaker DL is normally in the closed state; the voltage transformer YH is connected to the contact network T; In the opening and closing station, the current transformers have the same model and the same ratio, the voltage transformers have the same model and the same ratio; the characteristics are: the voltage transformer YH k secondary side of the KB k , the current transformer LH k secondary side
  • control unit determines the opening and closing CK k the KB k to the right adjacent to the opening and closing of KB k + 1 between the segment FD k + 1 catenary short circuit occurs, the drive and control unit CK k KB k opening and closing control terminal of the circuit breaker so that its partial DL k gate, otherwise, opening and closing of KB k breaker DL k remains closed state.
  • the contact network segment in the electrified railway traction network corresponds to the section of the railway (about 10 km).
  • the working principle of the invention is: when the contact network voltage U T ⁇ the specific value U dz , the train L works; otherwise, the train L no longer works; when the contact network voltage U T ⁇ the specific value U dz causes the train to no longer work, the contact The short circuit of the net will become the only channel of the current, and accordingly, the contact network differential current protection method of each segment constituting the low voltage (contact network voltage U T ⁇ specific value U dz ) is used to judge the fault and is divided by the circuit breaker. The brakes isolate the fault.
  • the absolute value of the current difference measured by the secondary side of the KB k current transformer LH k and the left adjacent opening and closing station KB k-1 current transformer LH k-1 is the differential current I z .
  • the current I z ⁇ differential differential current set value I dz KB k
  • control unit determines the opening and closing CK k
  • the contact network in the segment FD k between the KB k and the left adjacent open/close port KB k-1 has a short circuit fault, and the measurement and control unit CK k drives the open circuit of the circuit breaker DL k of the open and close port KB k to be opened.
  • the circuit breaker DL k of the opening and closing station KB k remains in the closed state; the KB k current transformer LH k secondary side and the right adjacent opening and closing station KB k+1 current transformer LH k+1 secondary side
  • the absolute value of the measured current difference is the differential current I y , and the contact network voltage U measured when the differential current I y ⁇ the differential current set value I dz and the voltage transformer YH k of the open and close KB k
  • Tk ⁇ specific value U dz the measurement and control unit CK k determines that the contact network in the segment FD k+1 between the open and close KB k and the right adjacent switch KB k+1 has a short circuit fault, and the measurement and control unit CK k drives opening and closing off of KB k DL k is a control terminal so that opening, or the opening and closing of the circuit breaker DL k KB k remains closed state.
  • the contact network voltage specific value U dz is determined by the train power system technical parameters. For trains operating on electrified railways with a rated voltage of 25 kV, the contact grid voltage specific value U dz is typically between 17 kV and 19 kV.
  • the selection of the differential current setting value should take into account the influence of the no-load capacitance to the ground of the contact network, the selection of the transformer, the measurement error, etc., which are generally small.
  • the invention can discover, distinguish and isolate various faults in time and accurately, enhance the selectivity, quickness and sensitivity of the relay protection, and ensure the power supply and operation of the faultless section to minimize the power outage.
  • the scope is to avoid the expansion of the impact of the fault and further improve the reliability of the traction network power supply.
  • the present invention belongs to a distributed protection method for segmented power supply of a traction network. Compared with the centralized protection method, its real-time performance is not affected by the number of segments of the traction network.
  • the related device involved in the invention has less investment and is convenient to implement, which is convenient for the new line to be adopted, and is also convenient for the old line transformation.
  • FIG. 1 is a schematic structural view of a power supply and opening and closing section of a contact network according to an embodiment of the present invention
  • FIG. 2 is a schematic structural view of a measurement and control unit of an opening and closing according to an embodiment of the present invention
  • FIG. 3 is a schematic diagram of application of each segment and opening and closing of a two-wire railway power supply contact network according to an embodiment of the present invention
  • Figure 4 is a flow chart showing the operation of the embodiment of the present invention.
  • Figure 1 shows a specific embodiment of the present invention: opposite to the section of the railway (about 10 km) Should, the contact network in the electrified railway traction network is divided into several segments FD, the contact network segmenter FDQ and the opening and closing station KB are added at the segment; the opening and closing station KB includes the circuit breaker DL and the current transformer LH, voltage The transformer YH and the measuring and controlling unit CK; the circuit breaker DL and the current transformer LH connected in series are connected to the contact network segmenter FDQ, and the segmenter FDQ is connected in series in the contact network, so that the train can pass through without interruption; The circuit breaker DL is normally in the closed state; the voltage transformer YH is connected to the contact network T; the current transformers have the same model and the same ratio, and the voltage transformers have the same model and the same ratio.
  • FIG. 2 is a schematic structural view of a measurement and control unit of an opening and closing according to an embodiment of the present invention.
  • FIG. 3 is a schematic diagram showing the application of each segment and opening and closing of the two-wire railway power supply contact network according to the embodiment of the present invention.
  • the shutter 11 up voltage transformer 11 KB YH the secondary side, LH current transformer secondary side 11, the current transformer secondary opening and closing of the left-hand (traction substation SS) side, the right shutter o
  • the current transformer LH 12 of the KB 12 is connected to the input of the measurement and control unit CK 11 .
  • the secondary side of the current transformer is connected to the input of the measurement and control unit CK 12 .
  • Segment FD 12 short-circuit fault occurs, the position shown in Figure 3, the opening and closing of the KB 11 YH 11 voltage transformer secondary side catenary voltage measurement U T11 ⁇ particular value U dz, Differential Differential current I y ⁇
  • the current set value I dz the control unit CK 11 of the opening and closing station KB 11 drives the control terminal of the circuit breaker DL 11 to open it; meanwhile, the contact network voltage U measured by the KB 12 voltage transformer YH 12 times is opened and closed.
  • T12 ⁇ particular value U dz, the current I z ⁇ differential differential current set value I dz, the opening and closing of the circuit breaker 12 CK 12 drive the control terminal DL control unit 12 KB opening it, excising segment FD
  • the short-circuit fault of the contact network in 12 , and the non-faulty segment FD 11 and the segment FD 13 are respectively opened and closed by the left neighbor of the opening and closing station KB 11 (the traction substation SS), and the right neighbor of the opening and closing station KB 12
  • the power supply and operation are continued by the switch office (SP).
  • L is the train, I L is its current;
  • I Tk is the catenary current measured by the secondary current transformer LH k of the open and close KB k .
  • Figure 4 shows the workflow of the present invention.
  • the contact network voltage U T ⁇ a specific value U dz when the contact network voltage U T ⁇ a specific value U dz , the train L works, otherwise, the train L no longer works; when the contact network voltage U T ⁇ specific value U dz causes the train to no longer work, the contact network The short circuit will become the only channel of current, according to which the contact network differential current protection method of each segment which is started by the low voltage (contact network voltage U T ⁇ specific value U dz ) is used to judge the fault and open the circuit breaker. Isolation failure.
  • the contact network voltage specific value U dz 18kV, that is, when the contact network voltage U T ⁇ 18kV, the train L works, otherwise, the train L no longer works.
  • the set value I dy of the differential current I y is 0.8A.
  • the differential current I z is the vertical opening and closing KB LH k K current transformer secondary side current difference between opening and closing of the current transformer KB k-1 k-1 times of LH and the left side adjacent to the measurement
  • the absolute value of the difference between the current I y is the vertical opening and closing current transformer LH KB k k k the current transformer secondary side of a current difference k LH opening and closing times KB + + 1 adjacent to the right side of the measured absolute
  • the value of the current measured by the secondary side of the current transformer in the adjacent open/closed device can determine the nature of the fault and the fault location.
  • the short-circuit impedance can be calculated according to the short-circuit current greater than 0 and the short-circuit voltage of the contact network measured by the voltage transformer YH k secondary side, and the short-circuit fault can be further converted.
  • the specific location In addition, according to the regulations and actual requirements, after the measurement and control unit drives the circuit breaker to open, it should be reclosed to eliminate the impact of transient faults.
  • the above short circuit, open circuit and circuit breaker trip information are sent by the respective measurement and control unit to the nearest traction substation or directly to the dispatching room through the transmission network.
  • the measurement and control unit CK k can be realized by means of replacing the software by means of the existing microcomputer protection device or the measurement and control device.
  • measures should be taken to prevent the protection of the voltage transformer and the current transformer from being broken.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Supply And Distribution Of Alternating Current (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Emergency Protection Circuit Devices (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Keying Circuit Devices (AREA)

Abstract

本发明公开了一种电气化铁路牵引网分段供电分布式保护系统，与铁路的区间相对应，把电气化铁路牵引网中的接触网分为若干分段，在分段处增设分段器和开闭所；开闭所包括断路器及电流互感器、电压互感器和测控单元；断路器通常处于合闸状态；开闭所的电压互感器次边、电流互感器次边、左邻开闭所的电流互感器次边、右邻开闭所的电流互感器次边连接测控单元输入端，测控单元输出端连接该开闭所的断路器控制端；各测控单元通过传输网络与牵引变电所或调度室相连。本发明构成一种牵引网分段的分布式保护方法，与集中式保护方法相比，其实时性不受牵引网分段数量的影响。本发明涉及的相关装置投资较少，实施方便，既便于新线采用，也便于旧线改造。

Description

一种电气化铁路牵引网分段供电分布式保护系统 技术领域
本发明属于交流电气化铁路牵引网保护技术领域，尤其涉及电气化铁路牵引网分段供电保护方法与装置。
背景技术
电气化铁路的牵引供电系统由牵引变电所和牵引网组成。直接供电方式的牵引网由接触网、轨道和地组成。为了提高牵引网的供电能力，减少供电电压及能量损失，又保持上、下行接触网的相对独立性，通常在双线铁路牵引网末端(分区所)将上、下行接触网并联。但是，当上(下)行接触网一处故障时将使牵引变电所上(下)行馈线和分区所跳闸，从而使上(下)行接触网全部停电，这将使上(下)行接触网上全部列车停运。为了最大限度地缩小列车停运范围，申请者提出了“一种双线铁路末端并联牵引网分区段供电及状态测控方法”(发明申请号：201210486947.9)，把上(下)行接触网进一步分段，当故障发生时只切除该分段而其他无故障区段继续正常供电，从而大大提高供可靠性，更好地保障列车运行。该方法是把各分段信息经本地的测控单元通过数据同步采集与传输网络送到牵引变电所或调度室，在牵引变电所或调度室进行集中处理，判断牵引网的故障及其位置后下达切除故障的操作指令。由于现行牵引变电所换相接入电力系统并采用异相供电，其牵引网互不联通，分段数量较小，该方法方便、有效；但当实施同相供电时，牵引网将被联通，分段数量大大增加，数据同步采集与传输、故障信息集中处理的实时性变得困难，甚至无法实现，从而将大大影响该方法的实用性。因此，如何及时、准确地发现、 隔离并排除故障，并且实时性不受分段数量的影响，最大限度地保证无故障分段的正常供电是本申请要解决的问题。
发明内容
本发明的目的是克服现有技术的不足，提供一种电气化铁路牵引网分段供电的分布式保护方法，及时、准确地判断牵引网的故障及其位置，并迅速隔离和排除故障，最大限度地缩小故障及影响范围，提高供电可靠性，更好地保障列车安全、正点运行，并且这种分布式保护方法的实时性不受牵引网分段数量的影响，为电气化铁路同相供电系统的推广应用提供关键技术支撑。
本发明解决其技术问题，所采用的技术方案为：
一种电气化铁路牵引网分段供电分布式保护系统，所述系统的构成和关系是：与铁路的区间相对应，把电气化铁路牵引网中的接触网分为若干分段FD，在分段处增设接触网分段器FDQ和开闭所KB；开闭所KB包括断路器DL及电流互感器LH、电压互感器YH和测控单元CK；断路器DL和与之串联的电流互感器LH跨接于接触网分段器FDQ上，分段器FDQ串接在接触网中，能使列车不间断带电通过；断路器DL通常处于合闸状态；电压互感器YH并接在接触网T上；各开闭所内，电流互感器型号相同、变比相同，电压互感器型号相同、变比相同；其特征在于：开闭所KBk的电压互感器YHk次边、电流互感器LHk次边、左邻开闭所KBk-1的电流互感器LHk-1次边、右邻开闭所KBk+1的电流互感器LHk+1次边连接测控单元CKk输入端，测控单元CKk输出端连接该开闭所KBk的断路器DLk控制端；各测控单元通过传输网络与牵引变电所或调度室相连；开闭所KBk电流互感器LHk次边与左相邻开闭所KBk-1电流互感器LHk-1次边测量的电流差值的绝对值为纵差电流Iz，开闭所KBk电流互感器LHk次边与右相邻开闭所KBk+1电流互感器LHk+1次边测量的电流差值的绝对值为纵差电流Iy，所述测控单元CKk采用如下控 制：
当纵差电流Iz≥纵差电流设定值Idz且开闭所KBk的电压互感器YHk次边测量的接触网电压uTk＜特定值Udz时，测控单元CKk判定开闭所KBk与左相邻开闭所KBk-1之间的分段FDk中接触网发生短路故障，测控单元CKk驱动开闭所KBk的断路器DLk控制端使其分闸，否则，开闭所KBk的断路器DLk仍保持合闸状态；
当纵差电流Iy≥纵差电流设定值Idz且开闭所KBk的电压互感器YHk次边测量的接触网电压UTk＜特定值Udz时，测控单元CKk判定开闭所KBk与右相邻开闭所KBk+1之间的分段FDk+1中接触网发生短路故障，测控单元CKk驱动开闭所KBk的断路器DLk控制端使其分闸，否则，开闭所KBk的断路器DLk仍保持合闸状态。
电气化铁路牵引网中的接触网分段与铁路的区间(10km左右)相对应。本发明的工作原理是：接触网电压UT≥特定值Udz时，列车L工作，否则，列车L不再工作；当接触网电压UT＜特定值Udz致使列车不再工作时，接触网的短路将成为电流的唯一通道，据此，由构成低电压(接触网电压UT＜特定值Udz)启动的各分段的接触网纵差电流保护方法来判断故障并经断路器分闸来隔离故障。具体是：开闭所KBk电流互感器LHk次边与左相邻开闭所KBk-1电流互感器LHk-1次边测量的电流差值的绝对值为纵差电流Iz，当纵差电流Iz≥纵差电流设定值Idz且开闭所KBk的电压互感器YHk次边测量的接触网电压UTk＜特定值Udz时，测控单元CKk判定开闭所KBk与左相邻开闭所KBk-1之间的分段FDk中接触网发生短路故障，测控单元CKk驱动开闭所KBk的断路器DLk控制端使其分闸，否则，开闭所KBk的断路器DLk仍保持合闸状态；开闭所KBk电流互感器LHk次边与右相邻开闭所KBk+1电流互感器LHk+1次边测量的电流差值的绝对值为纵差电流Iy，当纵差电流Iy≥纵差电流设定值Idz且开闭所KBk的电压互感器YHk次边测量的接触网电压UTk＜特定值Udz时，测控单元CKk判定开闭所KBk与右相邻开闭所KBk+1之间的分段FDk+1中接触网发生短路故障，测控单元CKk驱动开闭所KBk的断路器DLk控制端使其分闸，否则，开闭所KBk的断路器DLk仍保持合闸状态。
接触网电压特定值Udz由列车动力系统技术参数确定。对于运行在额定电压为25kV电气化铁路上的列车而言，其接触网电压特定值Udz一般在17kV到19kV之间。
纵差电流设定值的选择要考虑接触网的空载对地电容影响、互感器选型、测量误差等因素，一般很小。
与现有技术相比，本发明的有益效果是：
一、本发明可以及时、准确地发现、区分、隔离各种故障，增强了继电保护的选择性、速动性、灵敏性，同时保证无故障分段继续供电、运行，最大限度地减少停电范围，避免故障影响的扩大化，进一步提高牵引网供电的可靠性。
二、本发明属牵引网分段供电的分布式保护方法，与集中式保护方法相比，其实时性不受牵引网分段数量的影响。
三、本发明涉及的相关装置投资较少，实施方便，既便于新线采用，也便于旧线改造。
下面结合附图和具体实施方式对本发明作进一步的描述。
附图说明
图1是本发明实施例的接触网分段供电与开闭所结构示意图；
图2是本发明实施例的开闭所测控单元结构示意图；
图3是本发明实施例的双线铁路供电接触网各分段及开闭所应用示意图；
图4是本发明实施例的工作流程图。
具体实施方式
图1示出，本发明的一种具体实施方式为：与铁路的区间(10km左右)相对 应，把电气化铁路牵引网中的接触网分为若干分段FD，在分段处增设接触网分段器FDQ和开闭所KB；开闭所KB包括断路器DL及电流互感器LH、电压互感器YH和测控单元CK；断路器DL和与之串联的电流互感器LH跨接于接触网分段器FDQ上，分段器FDQ串接在接触网中，能使列车不间断带电通过；断路器DL通常处于合闸状态；电压互感器YH并接在接触网T上；各电流互感器型号相同、变比相同，各电压互感器型号相同、变比相同。
图2示出本发明实施例的开闭所测控单元结构示意图。开闭所KBk的电压互感器YHk次边、电流互感器LHk次边、左邻开闭所KBk-1的电流互感器LHk-1次边、右邻开闭所KBk+1的电流互感器LHk+1次边连接测控单元CKk输入端，测控单元CKk输出端连接该开闭所KBk的断路器DLk控制端；各测控单元通过传输网络与牵引变电所或调度室相连。
图3示出本发明实施例的双线铁路供电接触网各分段及开闭所应用示意图。对应图2，上行开闭所KB11的电压互感器YH11次边、电流互感器LH11次边、左邻开闭所(牵引变电所SS)的电流互感器次边、右邻开闭所KB12的电流互感器LH12次边连接测控单元CK11输入端。上行开闭所KB12的电压互感器YH12次边、电流互感器LH12次边、左邻开闭所KB11的电流互感器LH11次边、右邻开闭所(分区所SP)的电流互感器次边连接测控单元CK12输入端。分段FD12发生短路故障时，见图3所示位置，开闭所KB11的电压互感器YH11次边测量的接触网电压UT11＜特定值Udz，纵差电流Iy≥纵差电流设定值Idz，则开闭所KB11的测控单元CK11驱动断路器DL11控制端使其分闸；同时，开闭所KB12电压互感器YH12次边测量的接触网电压UT12＜特定值Udz，纵差电流Iz≥纵差电流设定值Idz，则开闭所KB12的测控单元CK12驱动断路器DL12控制端使其分闸，从而切除分段FD12中接触网的短路故障，而无故障的分段FD11、分段FD13分别由开闭所KB11的左邻开闭所(牵引变电所SS)、 开闭所KB12的右邻开闭所(分区所SP)继续供电、运行。L为列车，IL为其电流；ITk为开闭所KBk的电流互感器LHk次边测量的接触网电流。
图4示出本发明的工作流程。依据本发明工作原理：接触网电压UT≥特定值Udz时，列车L工作，否则，列车L不再工作；当接触网电压UT＜特定值Udz致使列车不再工作时，接触网的短路将成为电流的唯一通道，据此，构成低电压(接触网电压UT＜特定值Udz)启动的各分段的接触网纵差电流保护方法来判断故障并经断路器分闸来隔离故障。具体工作流程是：开闭所KBk电流互感器LHk次边与左相邻开闭所KBk-1电流互感器LHk-1次边测量的电流差值的绝对值为纵差电流Iz，当纵差电流Iz≥纵差电流设定值Idz且开闭所KBk的电压互感器YHk次边测量的接触网电压UTk＜特定值Udz时，测控单元CKk判定开闭所KBk与左相邻开闭所KBk-1之间的分段FDk中接触网发生短路故障，测控单元CKk驱动开闭所KBk的断路器DLk控制端使其分闸，否则，开闭所KBk的断路器DLk仍保持合闸状态；开闭所KBk电流互感器LHk次边与右相邻开闭所KBk+1电流互感器LHk+1次边测量的电流差值的绝对值为纵差电流Iy，当纵差电流Iy≥纵差电流设定值Idz且开闭所KBk的电压互感器YHk次边测量的接触网电压UTk＜特定值Udz时，测控单元CKk判定开闭所KBk与右相邻开闭所KBk+1之间的分段FDk+1中接触网发生短路故障，测控单元CKk驱动开闭所KBk的断路器DLk控制端使其分闸，否则，开闭所KBk的断路器DLk仍保持合闸状态。
例如，结合图2、3、4，根据列车L动力系统技术参数知，接触网电压特定值Udz＝18kV，即接触网电压UT≥18kV时，列车L工作，否则，列车L不再工作；根据牵引网参数、电流互感器型号及测量误差范围知，纵差电流Iy的设定值Idz＝0.8A。现已知开闭所KB11的电压互感器YH11次边测量的接触网电压UT11＜Udz＝18kV，纵差电流Iy＝|IT11-IT12|≥Idz＝0.8A，则开闭所KB11的测控单元CK11驱 动断路器DL11控制端使其分闸；同时，开闭所KB12的电压互感器YH12次边测量的接触网电压UT12＜Udz＝18kV，纵差电流Iz＝|IT11-IT12|≥Idz＝0.8A，则开闭所KB12的测控单元CK12驱动断路器DL12控制端使其分闸，从而切除分段FD12中接触网的短路故障；而无故障的分段FD11、分段FD13分别由开闭所KB11的左邻开闭所(牵引变电所SS)、开闭所KB12的右邻开闭(所分区所SP)继续供电、运行。
进一步地，由于纵差电流Iz是开闭所KBk的电流互感器LHk次边与左相邻开闭所KBk-1的电流互感器LHk-1次边测量的电流差值的绝对值，纵差电流Iy是开闭所KBk的电流互感器LHk次边与右相邻开闭所KBk+1的电流互感器LHk+1次边测量的电流差值的绝对值，则相邻开闭所中电流互感器次边测量的电流的大小可以判断发生故障的性质和故障位置测距。例如，纵差电流Iz≥设定值Idz且开闭所KBk的电压互感器YHk次边测量的接触网电压UTk＜特定值Udz时，若开闭所KBk的电流互感器LHk次边与左相邻开闭所KBk-1的电流互感器LHk-1次边测量的电流均大于0(或考虑了选型、测量等误差之后的某个指定值，下同)，则从开闭所KBk和左相邻开闭所KBk-1看进去，分段FDk上的接触网发生了短路故障；若开闭所KBk的电流互感器LHk次边与左相邻开闭所KBk-1的电流互感器LHk-1次边测量的电流有一个大于0，另一个等于0，则大于0的那个开闭所看进去的分段FDk上的接触网发生了短路故障，等于0的发生了断路故障，同时，根据大于0的短路电流和电压互感器YHk次边测量的接触网短路电压可以计算短路阻抗，进一步可换算出短路故障的具体位置。另外，根据规程和实际要求，测控单元驱动断路器分闸后，应进行重合闸，以消除瞬时故障的影响。
以上短路、断路及断路器跳闸信息均由各自的测控单元通过传输网络向就近的牵引变电所或直接向调度室发出报警信号。为节约场地和成本，在实际实施时，测控单元CKk可借助既有微机保护装置或测控装置，通过更换软件的方式 加以实现。另外，应采取措施以防止电压互感器和电流互感器次边断线造成保护误动。

Claims (1)

  1. 一种电气化铁路牵引网分段供电分布式保护系统，所述系统的构成和关系是：与铁路的区间相对应，把电气化铁路牵引网中的接触网分为若干分段FD，在分段处增设接触网分段器FDQ和开闭所KB；开闭所KB包括断路器DL及电流互感器LH、电压互感器YH和测控单元CK；断路器DL和与之串联的电流互感器LH跨接于接触网分段器FDQ上，分段器FDQ串接在接触网中，能使列车不间断带电通过；断路器DL通常处于合闸状态；电压互感器YH并接在接触网T上；各开闭所内，电流互感器型号相同、变比相同，电压互感器型号相同、变比相同；其特征在于：开闭所KBk的电压互感器YHk二次绕组次边、电流互感器LHk次边、左邻开闭所KBk-1的电流互感器LHk-1次边、右邻开闭所KBk+1的电流互感器LHk+1次边连接测控单元CKk输入端，测控单元CKk输出端连接该开闭所KBk的断路器DLk控制端；各测控单元通过传输网络与牵引变电所或调度室相连；开闭所KBk电流互感器LHk次边与左相邻开闭所KBk-1电流互感器LHk-1次边测量的电流差值的绝对值为纵差电流Iz，开闭所KBk电流互感器LHk次边与右相邻开闭所KBk+1电流互感器LHk+1次边测量的电流差值的绝对值为纵差电流Iy，所述测控单元CKk采用如下控制：
    当纵差电流Iz≥纵差电流设定值Idz且开闭所KBk的电压互感器YHk次边测量的接触网电压UTk＜特定值Udz时，测控单元CKk判定开闭所KBk与左相邻开闭所KBk-1之间的分段FDk中接触网发生短路故障，测控单元CKk驱动开闭所KBk的断路器DLk控制端使其分闸，否则，开闭所KBk的断路器DLk仍保持合闸状态；
    当纵差电流Iy≥纵差电流设定值Idz且开闭所KBk的电压互感器YHk次边测量的接触网电压UTk＜特定值Udz时，测控单元CKk判定开闭所KBk与右相邻开闭所KBk+1之间的分段FDk+1中接触网发生短路故障，测控单元CKk驱动开闭所KBk的断路器DLk控制端使其分闸，否则，开闭所KBk的断路器DLk仍保持合闸状态。
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