High-speed railway traction network ground fault protection method, system and storage medium

Abstract

The present application discloses a method, system and storage medium for ground fault protection of a high-speed railway traction network, and relates to the field of railway traction network fault detection and protection. The method includes obtaining traction network current data and locomotive current data; calculating the fault current of the traction network according to the data, and calculating the fault identification criterion; judging the line status of the traction network based on the fault identification criterion; and performing ground fault protection operations on the traction network according to the line status. The high-speed railway traction network ground fault protection system provided by the present application determines whether to control the feeder circuit breaker opening and closing operations based on the data analysis process to complete the ground fault protection process. The present application is used as a backup protection for the traction network, which can detect fault conditions in the traction network line in a timely manner and cut off the faulty line, reducing the short circuit risk of the traction network, improving the continuity and reliability of the traction power supply, and realizing fast and reliable protection of the traction network and electric locomotives.

Description

Technical Field

[0001] The present application relates to the field of railway traction network fault detection and protection, and in particular to a high-speed railway traction network grounding fault protection method, system and storage medium. Background Art

[0002] As an important part of the traction power supply system of electric locomotives, the traction network undertakes the important task of providing continuous and reliable power supply to electric locomotives. However, due to the huge traction network, the lack of backup network and the harsh working environment of the traction network, which is exposed to nature all year round, ground faults are prone to occur, affecting the reliability of electric locomotives during operation, and easily causing service delays or even complete interruptions in the fault area, seriously affecting the efficiency of railway transportation and the travel experience of passengers.

[0003] During the operation of electric locomotives, the traction power of the locomotive fluctuates violently due to the frequent switching of the operation mode. The impedance and current protection thresholds of traditional protection are determined according to the peak power of the electric locomotive when the traction network is the busiest. However, with the increase in traffic density and locomotive power, the traditional protection threshold settings can no longer meet current needs. The traction network system needs to set lower impedance and higher current thresholds to avoid false protection under heavy load conditions, thereby reducing the scope of traditional protection and increasing the risk of protection failure.

[0004] For electric locomotives that traditionally use DC drive systems, the combination of power factor, harmonic analysis and distance protection can adaptively distinguish between the fault state and normal state of the electric locomotive. This is because the power factor of DC-driven electric locomotives is generally small, and the total harmonic distortion is relatively large, while ground faults usually have a higher power factor and lower total harmonic distortion. However, the current EMUs use advanced AC drive technology, with traction power exceeding 20MW, power factor close to 1, and total harmonic distortion less than 3%. These changes make the traditional protection method based on the characteristics of the DC drive system invalid and unable to effectively distinguish between faults and normal states. Therefore, the traction network protection solution still faces huge challenges. Summary of the invention

[0005] The embodiments of the present application solve the technical problem in the prior art that it is difficult for the traction system to distinguish between faulty and normal EMUs by providing a high-speed railway traction network grounding fault protection method, system and storage medium, achieve the technical effect of effectively identifying the heavy load condition and grounding fault condition of the traction network, adaptively distinguishing the normal operation condition and grounding fault condition of the electric locomotive, and achieving rapid and reliable protection of the traction network and the electric locomotive.

[0006] In a first aspect, an embodiment of the present application provides a high-speed railway traction network ground fault protection method, comprising: obtaining a traction network current signal and a locomotive current signal, performing analog-to-digital conversion on the traction network current signal and the locomotive current signal to obtain traction network current data and locomotive current data; calculating the fault current of the traction network according to the traction network current data and the locomotive current data to obtain a fault identification criterion; judging the line state of the traction network based on the fault identification criterion; performing a ground fault protection operation on the traction network according to the line state of the traction network; the calculation method of the fault current comprises: a set of simultaneous equations, the expression of the set of equations is: ;in, Indicates the contact wire current of the traction substation in the upstream line, Indicates the contact wire current of the traction substation in the downlink line, Indicates the contact wire current of the autotransformer in the uplink line, Indicates the contact wire current of the autotransformer in the downlink line, Indicates the contact wire current of the substation in the up line, Indicates the contact wire current of the substation in the downlink line, represents the negative feeder current of the traction substation in the upstream line, represents the negative feeder current of the traction substation in the downlink line, Indicates the negative feeder current of the autotransformer in the uplink line, Indicates the negative feeder current of the autotransformer in the downlink line, Indicates the negative feeder current of the substation in the upstream line, Indicates the negative feeder current of the substation in the downlink line, represents the first locomotive current, represents the second locomotive current, Indicates fault current; calculates the current relationship between the autotransformer station and the sub-station; wherein, the calculation method of the current relationship between the autotransformer station and the sub-station includes: ;in, Indicates the rail current of the autotransformer in the up line, Indicates the rail current of the autotransformer in the down line, Indicates the rail current in the substation on the up line. Indicates the rail current of the substation in the down line; calculates the fault current, and the calculation method of the fault current includes: ;in, Indicates the fault current, represents the equivalent feeder current of the traction network; the calculation method of the equivalent feeder current includes: ; The fault identification criterion is to determine whether the fault current value of the traction network is greater than the operating current value of the traction network; if the fault current value is greater than the operating current value, the line state of the traction network is faulty, and the ground fault protection operation is to trip the feeder circuit breaker and cut off the faulty traction network; if the fault current value is less than or equal to the operating current value, the line state of the traction network is normal, the ground fault protection operation is not to operate, and the traction network maintains a normal operating state; the calculation method of the fault current value includes: ; The calculation method of the action current value includes: ;in, represents the reliability coefficient, represents the maximum measurement error, Indicates the set threshold to avoid false protection action when no-load. The action current value is the set threshold. and The maximum value between .

[0007] In combination with the first aspect, in a possible implementation, the traction network current data includes: the up line contact wire current, the up line negative feeder current, the up line rail current, the down line contact wire current, the down line negative feeder current and the down line rail current; the locomotive current data includes a first locomotive current and a second locomotive current; wherein the first locomotive current is the locomotive current of the up line, and the second locomotive current is the locomotive current of the down line.

[0008] In the second aspect, an embodiment of the present application provides a high-speed railway traction network grounding fault protection system, including: a signal acquisition module, used to obtain the traction network current signal and the locomotive current signal; a remote terminal module, used to perform analog-to-digital conversion on the traction network current signal and the locomotive current signal, calculate the fault current of the traction network to obtain a fault identification criterion, and judge the line status of the traction network based on the fault identification criterion, and send a grounding fault protection operation instruction according to the line status; a grounding protection module, used to cut off the faulty traction network based on the grounding fault protection operation instruction.

[0009] In combination with the second aspect, in a possible implementation, the signal acquisition module includes a feeder signal acquisition device and a vehicle-mounted signal acquisition device: the feeder signal acquisition device includes a traction network current sensor, the feeder signal acquisition device is used to collect the traction network current signal, and upload the traction network current signal to the remote terminal module; the vehicle-mounted signal acquisition device includes a vehicle-mounted current sensor and a GPS transmitter, the vehicle-mounted signal acquisition device is used to collect the locomotive current signal, and upload the locomotive current signal to the remote terminal module through the GPS transmitter.

[0010] In combination with the second aspect, in a second possible implementation method, the remote terminal module includes: a GPS receiving end for receiving a locomotive current signal; a data processing unit for converting the traction network current signal and the locomotive current signal into digital signals to obtain traction network current data and locomotive current data; a data analysis unit for calculating the fault current to obtain a fault identification criterion, and judging the line status of the traction network based on the fault identification criterion; a remote control unit for sending ground fault protection operation instructions to downstream equipment based on the line status; and a data storage unit for storing data generated by the signal acquisition module and the remote terminal module.

[0011] In a third aspect, an embodiment of the present application provides a device for executing a high-speed railway traction network ground fault protection method, the device comprising: a processor; a memory for storing processor executable instructions; when the processor executes the executable instructions, it implements the method described in the first aspect or any possible implementation method of the first aspect.

[0012] In a fourth aspect, an embodiment of the present application provides a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium includes a medium for storing a computer program or instructions, which, when executed, enables the method described in the first aspect or any possible implementation method of the first aspect to be implemented.

[0013] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:

[0014] (1) Based on the synchronous measurement data of the electric locomotive and the traction network current, this application can be used as a backup protection for the traction network, thereby reducing the risk of short circuits and improving the continuity and reliability of traction power supply.

[0015] (2) The present application scheme can effectively identify the heavy load condition and grounding condition of the traction network. Based on measuring the current on the electric locomotive and the current on the traction network, it can adaptively distinguish between the electric locomotive and the grounding fault, thereby realizing rapid and reliable protection of the traction network and the electric locomotive.

[0016] (3) This application is applicable to traditional single-sided power supply autotransformer traction network and direct supply traction network, and can also be used for bilateral power supply and through-phase power supply.

[0017] The embodiment of the present application adopts a technical means of real-time monitoring of the current of the traction network and the electric locomotive, and performing relevant calculations to obtain the traction network grounding fault identification criterion, thereby effectively solving the technical problem that the grounding fault identification of the electric locomotive with an AC drive system is relatively difficult, and thus achieving the technical effect of quickly and reliably protecting the traction network and the electric locomotive and improving the continuity and reliability of the traction power supply. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments of the present application or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 A schematic diagram of a flow chart of a high-speed railway traction network ground fault protection method provided in an embodiment of the present application;

[0020] Figure 2 It is a schematic diagram of the line structure of the high-speed railway traction network provided in the embodiment of the present application;

[0021] Figure 3 A schematic diagram of the line structure when a contact line-rail indirect fault occurs in the high-speed railway traction network provided in an embodiment of the present application;

[0022] Figure 4 A schematic diagram of the line structure when a negative feeder-rail indirect ground fault occurs in the high-speed railway traction network provided in an embodiment of the present application. DETAILED DESCRIPTION

[0023] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0024] Figure 1 A schematic diagram of a flow chart of a high-speed railway traction network ground fault protection method provided in an embodiment of the present application, such as Figure 1 As shown, the method includes steps 101 to 104.

[0025] Step 101: Acquire a traction network current signal and a locomotive current signal, perform analog-to-digital conversion on the traction network current signal and the locomotive current signal, and obtain traction network current data and locomotive current data.

[0026] For example, the traction network is divided into two sections: the first section is the traction substation-autotransformer (Autotransformer Power Supply Mode) section, and the second section is the autotransformer-substation section. The traction network current signal is obtained in these two sections. At the same time, there is an electric locomotive running in the uplink and downlink of the traction network, respectively recorded as the first locomotive and the second locomotive.

[0027] Figure 2 Schematic diagram of the line structure of the high-speed railway traction network provided in the embodiment of the present application, such as Figure 2 As shown, in Figure 2 In the traction network, there are an up line and a down line. The two lines are respectively provided with a contact wire, a negative feeder line and a rail. The contact wire of the high-speed railway traction network is T, the rail is R, and the negative feeder line is F.

[0028] At the same time, there are traction substations (indicated by TS), autotransformer stations (indicated by AP) and substations (indicated by SP) in the traction network. These three points are installed in the up and down lines, and each has three monitoring points to monitor the current conditions on the contact wires, negative feeders and rails in the up and down lines respectively.

[0029] The traction network current data (i.e. the traction network current signal after analog-to-digital conversion) includes the contact wire current of the traction substation in the upstream line , contact wire current of traction substation in down line , contact line current of the autotransformer in the uplink line , contact line current of autotransformer in downlink line , contact wire current of the substation in the up line , contact wire current of the substation in the downlink line , Negative feeder current of traction substation in the up line , Negative feeder current of traction substation in downlink line , Negative feeder current of autotransformer in the uplink line , Negative feeder current of autotransformer in downlink line , negative feeder current of the substation in the uplink line And the negative feeder current of the substation in the downlink line .

[0030] The locomotive current data (i.e. the locomotive current signal after analog-to-digital conversion) includes the first locomotive current and the second locomotive current , where the first locomotive current is the locomotive current of the first locomotive running on the up line of the traction network, and the second locomotive current The locomotive current of the second locomotive operating on the down line of the traction network.

[0031] Step 102: Calculate the fault current of the traction network according to the traction network current data and the locomotive current data to obtain a fault identification criterion; and determine the line status of the traction network based on the fault identification criterion.

[0032] Exemplarily, the calculation process of the fault current of the traction network is as follows:

[0033] According to the up line contact wire current, up line negative feeder current, down line contact wire current, down line negative feeder current, and the first locomotive current of the traction network and the second locomotive current , establish the equations for the fault current as follows:

[0034] .

[0035] in, Indicates the fault current.

[0036] It should be noted that in the traction network, the measurement points of the contact wire current and the negative feeder current in the up and down lines are limited, and three measurement points are set at the traction substation, autotransformer station and substation respectively. Therefore, data of six contact wire currents and six negative feeder currents will be obtained.

[0037] At the same time, the current relationship between the autotransformer and the sub-district is calculated, and the calculation method includes:

[0038] .

[0039] in, Indicates the rail current of the autotransformer in the up line, Indicates the rail current of the autotransformer in the down line, Indicates the rail current in the substation on the up line. Indicates the rail current in the substation on the down line.

[0040] Calculate the fault current on the traction network. The calculation method of the fault current includes:

[0041] .

[0042] in, Indicates the fault current, Represents the equivalent feeder current of the traction network.

[0043] Equivalent feeder current The calculation method is as follows:

[0044] .

[0045] Fault current based on traction network Get the fault current value, where the fault current value is the fault current The absolute value of is:

[0046] .

[0047] In the embodiment of the present application, the fault identification criterion is to determine whether the fault current value of the traction network is greater than the operating current value of the traction network.

[0048] The calculation method of the operating current value includes:

[0049] .

[0050] in, represents the reliability coefficient, represents the maximum measurement error, Indicates the setting threshold to avoid false protection operation when no-load.

[0051] It should be noted that in the action current value, it is necessary to select a set threshold and The maximum value between the two is output as the operating current value.

[0052] Step 103: Determine the line status of the traction network based on the fault identification criterion.

[0053] Exemplarily, the line state of the traction network is determined by the magnitude relationship between the fault current value and the operating current value obtained in step 102 .

[0054] Specifically, if the fault current value is greater than the operating current value, the line state of the traction network is a fault.

[0055] If the fault current value is less than or equal to the operating current value, the line status of the traction network is normal.

[0056] Step 104: Perform ground fault protection operation on the traction network according to the line status.

[0057] Specifically, when the result obtained in step 103 is that the line state of the traction network is faulty, the feeder circuit breaker installed at the traction network end trips to cut off the faulty traction network.

[0058] The present application also provides a high-speed railway traction network ground fault protection system, comprising:

[0059] The signal acquisition module is used to obtain the traction network current signal and the locomotive current signal.

[0060] Exemplarily, the signal acquisition module includes a feeder signal acquisition device and a vehicle-mounted signal acquisition device.

[0061] Among them, the feeder signal acquisition device includes a traction network current sensor, which is used to collect the traction network current signal and upload the traction network current signal to the remote terminal module.

[0062] Exemplarily, the feeder signal acquisition device is installed inside the traction substation, autotransformer station and substation, and the traction network current sensor is mounted on the uplink and downlink lines of the traction network. Specifically, the traction network current sensor is installed at the contact line and the negative feeder, and then electrically connected to the remote terminal module through wires.

[0063] The on-board signal device includes an on-board current sensor and a GPS transmitter. The on-board current sensor is used to collect the locomotive current signal, and the GPS transmitter is used to upload the locomotive current signal to the remote terminal module.

[0064] In the embodiment of the present application, the on-board signal device is installed in the electric locomotive and is communicatively connected to the remote terminal module via the GPS module.

[0065] Remote terminal module. It is used to perform analog-to-digital conversion on the traction network current signal and the locomotive current signal, calculate the fault current to obtain the fault identification criterion, judge the line status of the traction network based on the fault identification criterion, and send ground fault protection operation instructions according to the line status. The remote terminal module is installed in the traction substation.

[0066] Exemplarily, the remote terminal module includes:

[0067] The GPS receiving end is used to receive the locomotive current signal uploaded by the GPS transmitting end in the vehicle-mounted signal device.

[0068] The data processing unit is used to process the traction network current signal and the locomotive current signal. The data processing includes analog-to-digital conversion, which converts the analog signal into a digital signal to obtain the traction network current data and the locomotive current data.

[0069] The data analysis unit is used to calculate the fault current and the fault identification criterion according to the traction network current data and the locomotive current data, and to judge the line status of the traction network according to the fault identification criterion.

[0070] The remote control unit is used to send ground fault protection operation instructions to the ground protection module based on the line status of the traction network.

[0071] Exemplarily, the ground fault protection operation instructions include tripping, closing, and waiting for a tripping signal.

[0072] The data storage unit has data recording and storage functions and is used to save various data generated by the signal acquisition module and the remote terminal module. These data include but are not limited to traction network current signals, locomotive current signals, traction network current data, locomotive current data, fault current and fault identification criteria.

[0073] It should be noted that the remote terminal module also includes a display unit for displaying the data received and / or processed by the data processing unit and the data analysis unit, as well as the signal waveforms generated by these data.

[0074] The grounding protection module is used to cut off the faulty traction network based on the grounding fault protection operation instruction.

[0075] In an embodiment of the present application, the grounding protection module includes a feeder circuit breaker, which is used to receive a grounding fault protection operation instruction issued by a remote terminal module and perform opening and closing operations to cut off the faulty traction network to ensure the overall safety of the traction network during operation.

[0076] The ground protection module is installed at the outlet line of the traction substation and is electrically connected to the remote terminal module through a wire.

[0077] Figure 3 A schematic diagram of the line structure when a contact line-rail indirect fault occurs in the high-speed railway traction network provided in the embodiment of the present application, Figure 3 In the figure, T represents the contact wire of the high-speed railway traction network, R represents the rail, and F represents the negative feeder.

[0078] like Figure 3 As shown, the entire traction network ground fault protection system includes five parts: a traction substation, an autotransformer station (AP station), a substation, a first locomotive (locomotive 1) and a second locomotive (locomotive 2). Among them, the first locomotive is an electric locomotive in the up line, and the second locomotive is an electric locomotive in the down line.

[0079] The signal acquisition module AD1, the remote terminal module 2 and the grounding protection module 3 are installed inside the traction substation. The on-board signal acquisition device AD2 and the on-board signal acquisition device AD3 are installed in the first locomotive and the second locomotive respectively.

[0080] exist Figure 3 In the case of a ground fault, a ground fault occurs between the contact wire and the rail of the railway traction network.

[0081] The signal acquisition module AD1 is used to collect the uplink contact wire current, uplink negative feeder current, downlink contact wire current, and downlink negative feeder current of the traction network, and transmit the collected current to the remote terminal module 2 in real time.

[0082] The on-board signal acquisition device AD2 is used to acquire the first locomotive current in the first locomotive, and the on-board signal acquisition device AD3 is used to acquire the second locomotive current in the second locomotive, and transmits the acquired locomotive currents to the remote terminal module in real time through the GPS transmitter.

[0083] The remote terminal module 2 located in the traction substation receives the traction network current signal collected by the feeder signal collection device AD1, the locomotive current signal of the first locomotive collected by the on-board signal collection device AD2, and the locomotive current signal of the second locomotive collected by the on-board signal collection device AD3.

[0084] The data processing unit in the remote terminal module 2 performs analog-to-digital conversion on the traction network current signal and the locomotive current signal to obtain the traction network current data and the locomotive current data in the form of digital signals.

[0085] The data analysis unit is used to calculate the fault current based on the traction network current data and the locomotive current data to obtain the fault identification criterion.

[0086] The data storage unit of the remote terminal module 2 can continuously record the wave, save the uploaded traction network current signal, the locomotive current signal of the electric locomotive, and the data analyzed and processed by the data processing unit. The display module of the remote terminal module 2 can display the signal data and waveform of these data.

[0087] When a ground fault occurs between the contact wire and the rail in the uplink or downlink of the traction network, the traction network ground fault identification criteria are met, and the fault current value is greater than the operating current value. At this time, the remote terminal module 2 sends a ground fault protection operation instruction to the ground protection module 3, the feeder circuit breaker in the ground protection module 3 trips, and the faulty traction network is cut off.

[0088] When the traction network operates normally, the traction substation current and locomotive current signals are uploaded to the remote terminal module 2. The calculated fault current value is always smaller than the action current value and does not meet the ground fault criterion. The remote terminal module 2 does not send a ground fault protection operation instruction to the ground protection module 3, the feeder circuit breaker of the ground protection module 3 does not operate, and the traction network remains in normal operation.

[0089] Figure 4 A schematic diagram of a specific structure of a negative feeder-rail indirect ground fault provided in an embodiment of the present application.

[0090] When a ground fault occurs between the negative feeder and the rail on the uplink or downlink of the traction network, Figure 3 The same treatment is shown for the occurrence of an indirect contact wire-rail fault.

[0091] Although the present application provides method operation steps as described in the embodiments or flowcharts, more or fewer operation steps may be included based on conventional or non-creative labor. The order of steps listed in this embodiment is only one way of executing the order of many steps and does not represent the only execution order. When the actual device or client product is executed, it can be executed in sequence or in parallel according to the method shown in this embodiment or the accompanying drawings (for example, in a parallel processor or multi-threaded processing environment).

[0092] Some modules in the apparatus described in the present application can be described in the general context of computer executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, classes, etc. that perform specific tasks or implement specific abstract data types. The present application can also be practiced in distributed computing environments, in which tasks are performed by remote processing devices connected through a communication network. In a distributed computing environment, program modules can be located in local and remote computer storage media including storage devices.

[0093] The devices or modules described in the above application embodiments can be implemented by computer chips or entities, or by products with certain functions. For the convenience of description, the above devices are described in various modules according to their functions. When implementing the embodiments of the present application, the functions of each module can be implemented in the same or multiple software and / or hardware. Of course, the module that implements a certain function can also be implemented by combining multiple sub-modules or sub-units.

[0094] The methods, devices or modules described in this application can be implemented in the form of computer-readable program codes. The controller can be implemented in any appropriate manner. For example, the controller can take the form of a microprocessor or processor and a computer-readable medium storing computer-readable program codes (such as software or firmware) that can be executed by the (micro)processor, logic gates, switches, application-specific integrated circuits (English: Application Specific Integrated Circuit; Abbreviation: ASIC), programmable logic controllers and embedded microcontrollers. Examples of controllers include but are not limited to the following microcontrollers: ARC 625D, Atmel AT91SAM, Microchip PIC18F26K20 and Silicone Labs C8051F320. The memory controller can also be implemented as part of the control logic of the memory. Those skilled in the art also know that in addition to implementing the controller in the form of pure computer-readable program codes, the controller can be implemented in the form of logic gates, switches, application-specific integrated circuits, programmable logic controllers and embedded microcontrollers by logically programming the method steps. Therefore, this controller can be considered as a hardware component, and the devices included in it for implementing various functions can also be regarded as structures within the hardware component. Or even, the means for realizing various functions may be regarded as both a software module for realizing the method and a structure within a hardware component.

[0095] An embodiment of the present application also provides a device, which includes: a processor; a memory for storing processor executable instructions; when the processor executes the executable instructions, the high-speed railway traction network ground fault protection method as described in the embodiment of the present application is implemented.

[0096] An embodiment of the present application also provides a non-volatile computer-readable storage medium on which a computer program or instruction is stored. When the computer program or instruction is executed, the high-speed railway traction network ground fault protection method as described in the embodiment of the present application is implemented.

[0097] In addition, each functional module in each embodiment of the present application may be integrated into one processing module, or each module may exist independently, or two or more modules may be integrated into one module.

[0098] The above storage media include but are not limited to random access memory (RAM), read-only memory (ROM), cache, hard disk drive (HDD) or memory card. The memory can be used to store computer program instructions.

[0099] It can be seen from the description of the above implementation methods that those skilled in the art can clearly understand that the present application can be implemented by means of software plus necessary hardware. Based on this understanding, the technical solution of the present application can be essentially or partly reflected in the prior art in the form of a software product, or it can be reflected in the implementation process of data migration. The computer software product can be stored in a storage medium, such as ROM / RAM, a magnetic disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a mobile terminal, a server, or a network device, etc.) to execute the methods described in the various embodiments of the present application or certain parts of the embodiments.

[0100] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. All or part of this application can be used in many general or special computer system environments or configurations. For example: personal computers, server computers, handheld devices or portable devices, tablet devices, mobile communication terminals, multi-processor systems, microprocessor-based systems, programmable electronic devices, network PCs, minicomputers, mainframe computers, distributed computing environments including any of the above systems or devices, etc.

[0101] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit the present application. Although the present application has been described in detail with reference to the aforementioned embodiments, a person of ordinary skill in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some or all of the technical features thereof may be replaced by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the present application.

Claims

1. A high-speed railway traction network ground fault protection method, characterized in that: include: Acquire the traction network current signal and the locomotive current signal, perform analog-to-digital conversion on the traction network current signal and the locomotive current signal, and obtain the traction network current data and the locomotive current data; According to the traction network current data and the locomotive current data, the fault current of the traction network is calculated to obtain the fault identification criterion; Determine the line status of the traction network based on fault identification criteria; Performing ground fault protection operation on the traction network through the line status of the traction network; The calculation method of the fault current includes: The expression of the simultaneous equations is: ； in, Indicates the contact wire current of the traction substation in the upstream line, Indicates the contact wire current of the traction substation in the downlink line, Indicates the contact wire current of the autotransformer in the uplink line, Indicates the contact wire current of the autotransformer in the downlink line, Indicates the contact wire current of the substation in the up line, Indicates the contact wire current of the substation in the downlink line, represents the negative feeder current of the traction substation in the upstream line, represents the negative feeder current of the traction substation in the downlink line, Indicates the negative feeder current of the autotransformer in the uplink line, Indicates the negative feeder current of the autotransformer in the downlink line, Indicates the negative feeder current of the substation in the upstream line, Indicates the negative feeder current of the substation in the downlink line, represents the first locomotive current, represents the second locomotive current, Indicates fault current; Calculate the current relationship between the autotransformer station and the sub-station; wherein the calculation method of the current relationship between the autotransformer station and the sub-station includes: ； in, Indicates the rail current of the autotransformer in the up line, Indicates the rail current of the autotransformer in the down line, Indicates the rail current in the substation on the up line. Indicates the rail current in the substation on the down line; Calculate the fault current, wherein the fault current calculation method includes: ； in, Indicates the fault current, Represents the equivalent feeder current of the traction network; The calculation method of the equivalent feeder current includes: ； The fault identification criterion is to determine whether the fault current value of the traction network is greater than the operating current value of the traction network; If the fault current value is greater than the operating current value, the line state of the traction network is faulty, and the ground fault protection operation is the tripping of the feeder circuit breaker to cut off the faulty traction network; If the fault current value is less than or equal to the operating current value, the line state of the traction network is normal, the ground fault protection operation is not operated, and the traction network maintains normal operation; The calculation method of the fault current value includes: ； The calculation method of the action current value includes: ； in, represents the reliability coefficient, represents the maximum measurement error, Indicates the set threshold to avoid false protection action when no-load. The action current value is the set threshold. and The maximum value between .

2. The method according to claim 1, characterized in that The traction network current data includes: up line contact wire current, up line negative feeder current, up line rail current, down line contact wire current, down line negative feeder current and down line rail current; The locomotive current data includes a first locomotive current and a second locomotive current; wherein the first locomotive current is the locomotive current of the up line, and the second locomotive current is the locomotive current of the down line.

3. A high-speed railway traction network ground fault protection system, the system is applied to the high-speed railway traction network ground fault protection method as claimed in any one of claims 1 to 2, characterized in that: include: A signal acquisition module is used to obtain traction network current signals and locomotive current signals; A remote terminal module is used to perform analog-to-digital conversion on the traction network current signal and the locomotive current signal, calculate the fault current of the traction network to obtain a fault identification criterion, determine the line state of the traction network based on the fault identification criterion, and send a ground fault protection operation instruction according to the line state; The grounding protection module is used to cut off the faulty traction network based on the grounding fault protection operation instruction.

4. The system according to claim 3, characterized in that The signal acquisition module includes a feeder signal acquisition device and a vehicle-mounted signal acquisition device: The feeder signal acquisition device includes a traction network current sensor, and the feeder signal acquisition device is used to collect the traction network current signal and upload the traction network current signal to the remote terminal module; The vehicle-mounted signal acquisition device includes a vehicle-mounted current sensor and a GPS transmitter. The vehicle-mounted signal acquisition device is used to collect the locomotive current signal and upload the locomotive current signal to the remote terminal module through the GPS transmitter.

5. The system according to claim 3, characterized in that: The remote terminal module comprises: GPS receiving end, used to receive locomotive current signal; A data processing unit, used for converting the traction network current signal and the locomotive current signal into digital signals to obtain the traction network current data and the locomotive current data; A data analysis unit, used for calculating the fault current to obtain a fault identification criterion, and judging the line state of the traction network based on the fault identification criterion; A remote control unit for sending ground fault protection operation instructions to downstream equipment based on line status; The data storage unit is used to store the data generated by the signal acquisition module and the remote terminal module.

6. A device for executing a high-speed railway traction network ground fault protection method, characterized in that: include: processor; a memory for storing processor-executable instructions; When the processor executes the executable instructions, the method according to any one of claims 1 to 2 is implemented.

7. A non-volatile computer-readable storage medium, characterized in that: The device comprises a computer program or an instruction for storing the computer program or the instruction, which, when executed, enables the method according to any one of claims 1 to 2 to be implemented.

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