Electric railway auto-transformer (AT) traction network fault positioning method

Abstract

The present invention discloses an electric railway AT traction network fault positioning method, and relates to the electric railway traction power supply technology field. The electric railway AT traction network fault positioning method can automatically determine the fault types and the fault positions, and the principle of the method comprises the steps of separately hypothesizing that the short circuit faults happen between an overhead line system T and a steel rail R and between a positive feeder line F and the steel rail R, and according to a calculation model of an AT traction network, taking the minimum error of the theoretical value and the actual value of the AT suck current distribution as an optimization target to optimize; comparing the current distribution error minimum values on the two short circuit fault conditions, and defining the fault type corresponding to the smaller numerical value as the fault type of the faults this time and the corresponding positions as the fault positions of the faults this time. Compared with an AT suck current, the method enables the fault positioning errors brought by the AT suck current errors at the two ends of a fault section tobe reduced, is simple in structure and less in investment, is convenient to construct, can be used for the new line construction, and is also suitable for the old line reconstruction.

Description

technical field [0001] The invention relates to the technical field of electric railway traction power supply. Background technique [0002] High-speed railways generally use AT power supply. The structure of the AT traction network is complex and has no backup, so the probability of failure is high. In order to improve the transportation efficiency of the railway, it is necessary to determine the location and type of the fault as soon as possible. There are many existing fault location algorithms. In full parallel operation, the fault location can be located by using the up-down-down current ratio method or the cross-connection current ratio method. For the separate power supply for uplink and downlink of the double-line AT traction network, V stop maintenance or single-line AT traction network, the uplink and downlink current ratio method or the cross-connection line current ratio method is no longer applicable. At this time, the AT suction current ratio method can be u...

AI Technical Summary

Problems solved by technology

[0003] 1) The current measurement during short circuit is generally not completely synchronized, and the current transformer may also be saturated, resulting in errors in current measurement;

[0004] 2) The existence of AT leakage reactance makes the slope of AT suction current ratio curve smaller, and the positioning accuracy caused by current error is poor;

[0005] 3) The rail and PW (protection wire) are connected once through CPW (connection wire for protection wire) about 1.5km, which makes the distribution of AT suction current more complicated;

[0006] 4) The short-circuit test will bring impact to the relevant equipment of the power system and traction power supply system, so the number of short-circuit tests is generally relatively small, and the short-circuit data that can be used by the AT suction current ratio method is also very limited

[0007] The fault location accuracy of the AT suction current ratio method is poor

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