Fault distance measurement method and fault distance measurement system for rail transit direct-current traction power supply

Abstract

The invention relates to the technical field of rail transit, and provides a rail transit direct current traction power supply fault distance measurement method and system, and the method comprises the steps: obtaining first recording data and the total impedance of a power supply arm under the conditions that the rail transit direct current traction power supply has a permanent fault and a train descends a pantograph; the first recording data comprises feeder voltage values and first feeder current values on two sides of the power supply arm; determining a fault type according to the first recording data; the fault type comprises a traction network fault; and under the condition that a traction network fault occurs, determining the ratio of the fault point on the power supply arm according to the first recording data and the total impedance of the power supply arm, and determining the position of the fault point on the power supply arm according to the ratio and the length of the power supply arm. Under the condition that hardware investment is not increased, rapid and accurate positioning of fault points can be achieved, the maintenance time is shortened, and the method has important significance on safe and economic operation of rail transit.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a fault distance measurement method and distance measurement system for direct current traction power supply of rail transit. Background Art

[0002] With the continuous progress of electrified railways, especially the rise of urban rail and modern urban express rail, the application of DC traction power supply system in urban rail transit is becoming more and more extensive. However, the challenges faced by urban rail transit include huge passenger volume and high frequency of departure density, which requires the traction power supply system to have higher performance and reliability. As the core component of the DC traction power supply system, the traction network is the key to ensure the safe operation of urban rail transit, and there is no spare equipment to replace. During the operation of the train, dynamic factors such as sliding contact between the pantograph and the traction network, vibration, friction, arcing and expansion of the traction network may cause faults. These faults are in various forms, especially electrical faults such as short circuit and insulation breakdown, which are often difficult to locate quickly. Rapid identification and handling of faults are crucial to restore power supply and ensure the normal operation of trains. Therefore, fault ranging technology can not only detect and locate faults in a timely manner, but also bring significant social and economic benefits.

[0003] At present, the traveling wave method is one of the main methods for fault distance measurement. This method locates the fault point by analyzing the propagation speed of transient traveling waves of current and voltage in the contact network. Although the traveling wave method has the advantages of high accuracy and being unaffected by fault type and loop parameters, it relies on high-frequency data sampling and precise time synchronization technology. These requirements make it difficult for existing secondary equipment to meet the needs of the traveling wave method. At the same time, the cost of dedicated traveling wave ranging equipment is high, resulting in it being rarely used in urban rail transit projects. Therefore, operation and maintenance personnel usually can only rely on manual inspections to troubleshoot fault points. This method is time-consuming and inefficient, seriously affecting the normal operation of trains.

[0004] Currently, urban rail transit DC traction power supply systems still lack effective solutions for fast and accurate fault detection and ranging when faced with short-circuit faults. Summary of the invention

[0005] The present invention provides a fault distance measurement method and distance measurement system for rail transit DC traction power supply, which can realize fast and accurate positioning of fault points without increasing hardware investment, shorten maintenance time, and is of great significance to rail transit safety and economic operation.

[0006] The present invention provides a fault distance measurement method for rail transit DC traction power supply, comprising: when a permanent fault occurs in the rail transit DC traction power supply and a train lowers a pantograph, obtaining first wave recording data and a total impedance of a power supply arm; the first wave recording data includes a feeder voltage value and a first feeder current value on both sides of the power supply arm; determining a fault type according to the first wave recording data; the fault type includes a traction network fault; when the traction network fault occurs, determining a proportion of a fault point on the power supply arm according to the first wave recording data and the total impedance of the power supply arm, and determining a position of the fault point on the power supply arm according to the proportion and the length of the power supply arm.

[0007] According to a fault distance measurement method for rail transit DC traction power supply provided by the present invention, when a permanent fault occurs in the rail transit DC traction power supply and the train lowers the pantograph, first recording data is obtained, including: when a line test failure signal is received, controlling the train to lower the pantograph; the line test failure signal is used to characterize that a permanent fault occurs in the rail transit DC traction power supply; sending a first test fault signal to feeder protection devices on both sides of the same power supply arm; the first test fault signal at least includes a first recording instruction; receiving the first recording data generated by the feeder protection device according to the first recording instruction.

[0008] According to a fault distance measurement method for rail transit DC traction power supply provided by the present invention, the line test failure signal is a signal generated by a DC feeder protection device when the resistance of the line test resistor of the rail transit DC traction power supply is less than a preset resistance.

[0009] According to a fault distance measurement method for rail transit DC traction power supply provided by the present invention, the fault type also includes a train fault; the fault type is determined based on the first recording data, including: when the first feeder current value is greater than a first preset current value, the traction network fault occurs; when the first feeder current value is not greater than the first preset current value, the train pantograph is controlled to be raised; a second test fault signal is sent to the feeder protection devices on both sides of the same power supply arm; the second test fault signal at least includes a second recording instruction; second recording data generated by the feeder protection device according to the second recording instruction is received; the second recording data at least includes a second feeder current value; when the second feeder current value is greater than the second preset current value, the train fault occurs.

[0010] According to a fault distance measurement method for rail transit DC traction power supply provided by the present invention, in the event of a traction network fault, the formula for determining the proportion of the fault point on the power supply arm according to the first recorded data is: ; The formula for determining the position of the fault point on the power supply arm according to the proportion value and the power supply arm length is: ; in, is the proportion of the fault point on the power supply arm, U a and U b is the feeder voltage value on both sides of the power supply arm, I a and I b is the first feeder current value on both sides of the power supply arm, Z s is the total impedance of the power supply arm, L is the length of the power supply arm, L k is the position of the fault point on the power supply arm.

[0011] The present invention also provides a fault ranging system for rail transit DC traction power supply, comprising: an acquisition module, used to acquire first recording data and the total impedance of a power supply arm when a permanent fault occurs in the rail transit DC traction power supply and the train lowers the pantograph; the first recording data includes the feeder voltage value and the first feeder current value on both sides of the power supply arm; a first determination module, used to determine the fault type according to the first recording data; the fault type includes a traction network fault; a second determination module, used to determine the proportion of the fault point on the power supply arm according to the first recording data and the total impedance of the power supply arm in the case of the traction network fault, and determine the position of the fault point on the power supply arm according to the proportion and the length of the power supply arm.

[0012] The present invention also provides a rail transit DC traction power supply system, comprising the above-mentioned rail transit DC traction power supply fault distance measurement system.

[0013] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, a fault distance measurement method for DC traction power supply for rail transit as described in any one of the above-mentioned methods is implemented.

[0014] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the fault distance measurement method for the rail transit DC traction power supply as described in any one of the above-mentioned methods is implemented.

[0015] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the fault distance measurement method for rail transit DC traction power supply as described in any one of the above methods is implemented.

[0016] The present invention provides a fault distance measurement method and distance measurement system for rail transit DC traction power supply, the method comprising: when a permanent fault occurs in the rail transit DC traction power supply and the train lowers the pantograph, obtaining first wave recording data and the total impedance of the power supply arm; the first wave recording data includes the feeder voltage value and the first feeder current value on both sides of the power supply arm; determining the fault type according to the first wave recording data; the fault type includes a traction network fault; in the event of a traction network fault, determining the proportion of the fault point on the power supply arm according to the first wave recording data and the total impedance of the power supply arm, and determining the position of the fault point on the power supply arm according to the proportion and the length of the power supply arm. The present invention can realize rapid and accurate positioning of the fault point without increasing hardware investment, shortening the maintenance time, and is of great significance to the safety and economic operation of rail transit. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 The present invention is a flow chart of a fault distance measurement method for rail transit DC traction power supply provided by the present invention.

[0019] Figure 2 It is a schematic diagram of the principle of the rail transit DC traction power supply provided by the present invention.

[0020] Figure 3 It is a specific flow chart of a fault distance measurement method for rail transit DC traction power supply provided by the present invention.

[0021] Figure 4 It is a principle schematic diagram of an equivalent circuit diagram of a power supply arm in case of a fault provided by the present invention.

[0022] Figure 5 It is a structural schematic diagram of a fault distance measurement system for rail transit DC traction power supply provided by the present invention.

[0023] Figure 6 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0025] Please refer to Figure 1 , Figure 1 A schematic flow chart of a fault location method for rail transit DC traction power supply provided by the present invention.

[0026] Please refer to Figure 2 , Figure 2 A schematic diagram of the principle of the rail transit DC traction power supply provided by the present invention.

[0027] The present invention provides a fault distance measurement method for rail transit DC traction power supply, comprising: 101: when a permanent fault occurs in the DC traction power supply of rail transit and the train lowers the pantograph, obtain first waveform data and a total impedance of the power supply arm; the first waveform data includes feeder voltage values ​​on both sides of the power supply arm and a first feeder current value; 102: determining the fault type according to the first wave recording data; the fault type includes a traction network fault; 103: In the event of a traction network fault, the proportion of the fault point on the power supply arm is determined based on the first recording data and the total impedance of the power supply arm, and the position of the fault point on the power supply arm is determined based on the proportion and the length of the power supply arm.

[0028] The DC traction power supply system can include a rectifier, an incoming line cabinet, a feeder cabinet, a cathode cabinet, a traction network and running rails. The rectifier converts high-voltage AC into DC power, which is then transmitted to the incoming line cabinet and the feeder cabinet in sequence through cables. A series of switch elements are set in the incoming line cabinet and the feeder cabinet. When the DC traction network bilateral power supply is operating normally, the cross-zone isolating switches DS1-DS2 are disconnected, the KB1-KB4 feeder circuit breakers are closed, and the DC traction network is powered through the feeder. Feeder voltage U a , U bPower is supplied to both ends of the power supply arm, and the traction network transmits DC power to the train through the access point, and transmits it back to the negative pole cabinet through the return point on the running track. As a key facility for providing electric energy to the train, the contact network has a significant impact on the safe and reliable operation of urban rail transit projects, and is also a weak link in the DC traction power supply system. When a fault occurs at point K, the DC feeder protection device trips the circuit breakers KB2 and KB3. After a delay of several seconds, the feeder protection device starts the line test and closes the contactor Kc1 or Kc2. When the line test resistance of the rail transit DC traction power supply is greater than the preset resistance (usually set to 2.5Ω), it is considered to be a transient fault, and the reclosing switch is started to close the circuit breaker to quickly restore power supply; but when the line test resistance of the rail transit DC traction power supply is less than the preset resistance, it is considered to be a permanent fault, and the feeder circuit breaker reclosing fails. It is necessary to quickly find and isolate the fault point to reduce the power outage impact of the fault.

[0029] In this embodiment, when a permanent fault is detected and the train has lowered the pantograph, the fault recording function will be activated. The feeder protection device has a fault recording function and a GPS timing function, and sends the first recording data recording the fault and the total impedance of the power supply arm to the dispatching master station. The first recording data includes the feeder voltage values ​​on both sides of the power supply arm ( U a and U b ) and the first feeder current value ( I a and I b ). Then the fault type will be determined based on the first recording data. Fault types are mainly divided into traction network faults and other types of faults. The process of determining the fault type involves analyzing the feeder current value. If the feeder current value is abnormal, it can be preliminarily determined as a traction network fault. After confirming that it is a traction network fault, the first recording data and the total impedance of the power supply arm will be used to determine the proportion of the fault point on the power supply arm. Finally, based on the calculated proportion and the known length of the power supply arm, the location of the fault point can be accurately determined.

[0030] The feeder voltage and feeder current on both sides of the power supply arm may be collected through a feeder protection device or other data collection devices, and the present invention does not make any special limitation thereto.

[0031] The present invention can timely and accurately detect and locate the fault location by using the existing feeder protection device and fault recording data without increasing the additional hardware cost, thereby improving the efficiency of fault handling. This method is not only applicable to subway DC traction networks, but can also be extended to other types of rail transit DC power supply systems.

[0032] As a preferred embodiment, when a permanent fault occurs in the DC traction power supply of rail transit and the train lowers the pantograph, first recording data is obtained, including: when a line test failure signal is received, controlling the train to lower the pantograph; the line test failure signal is used to characterize that a permanent fault occurs in the DC traction power supply of rail transit; sending a first test fault signal to feeder protection devices on both sides of the same power supply arm; the first test fault signal includes at least a first recording instruction; receiving first recording data generated by the feeder protection device according to the first recording instruction.

[0033] Please refer to Figure 3 , Figure 3 A schematic diagram of a specific flow chart of a fault location method for rail transit DC traction power supply provided by the present invention.

[0034] In this embodiment, when a short circuit fault occurs in the DC traction power supply of rail transit, the feeder protection device trips the feeder circuit breaker and starts the line test. If the line test is successful, the feeder circuit breakers KB2 and KB3 are reclosed. If the line test fails, the feeder protection device transmits the line test failure signal to the dispatching master station. When the dispatching master station receives the signal that the line test of the feeder protection device has failed, it sends a pantograph lowering instruction to the train to control the train to lower the pantograph to prevent the fault current from causing damage to the train. After the train lowers the pantograph, the dispatching master station sends a first test fault signal to the feeder protection devices on both sides of the fault point. The first test fault signal may include a first recording instruction and an instruction to close the line test contactor. When the feeder protection device receives the instruction to close the line test contactor sent by the dispatching master station, it closes the contactor Kc1 or Kc2, and performs fault recording according to the first recording instruction to generate the first recording data, and opens the contactor after 1s. The dispatching master station requests the fault recording of the feeder protection device. After receiving the first recording data, the dispatching master station interpolates and aligns the recordings on both sides, and intercepts the voltage and current data of about 0.5s of the recording. The generation process of the first recording data involves precise time synchronization to ensure that the data on both sides of the power supply arm can be accurately compared and analyzed. This embodiment utilizes the existing feeder protection device and fault recording technology, and can achieve efficient fault ranging in the rail transit DC traction power supply system without additional hardware investment. This method not only improves the efficiency of fault handling, but also enhances the safety and reliability of the system. In this way, power supply can be restored in the shortest time, reducing the impact on train operation, thereby ensuring the normal operation of rail transit.

[0035] As a preferred embodiment, the line test failure signal is a signal generated by the DC feeder protection device when the resistance value of the line test resistor of the rail transit DC traction power supply is less than a preset resistance value.

[0036] As a preferred embodiment, the fault type also includes a train fault; the fault type is determined based on the first recording data, including: when the first feeder current value is greater than the first preset current value, a traction network fault occurs; when the first feeder current value is not greater than the first preset current value, the train pantograph is controlled to be raised; a second test fault signal is sent to the feeder protection devices on both sides of the same power supply arm; the second test fault signal at least includes a second recording instruction; second recording data generated by the feeder protection device according to the second recording instruction is received; the second recording data at least includes a second feeder current value; when the second feeder current value is greater than the second preset current value, a train fault occurs.

[0037] In order to determine the fault type according to the first wave recording data, in this embodiment, if the first feeder current value is greater than the first preset current value, this indicates that a traction network fault has occurred. However, if the first feeder current value is not greater than the first preset current value, this may indicate that the fault is not in the traction network, and it may be a fault on the locomotive. For further confirmation, the dispatching master station needs to send a pantograph raising command to the train, control the train to raise the pantograph, and send a second test fault signal to the feeder protection device on both sides of the same power supply arm. This signal includes at least a second wave recording command, which is used to trigger the feeder protection device to record the second wave recording data. The second wave recording data generated by the feeder protection device according to the second wave recording command will be sent back to the dispatching master station. These data include at least the second feeder current value, and may also include the second feeder voltage value. If the second feeder current value is greater than the second preset current value, this indicates that a train fault has occurred. If the second feeder current value is less than the second preset current value, the circuit breaker is reclosed. The present invention can distinguish between traction network faults and train faults. This method of fault detection and classification improves the accuracy and efficiency of fault handling, reduces the time of fault troubleshooting, thereby improving the reliability and safety of the rail transit system, and has great promotion value.

[0038] As a preferred embodiment, in the event of a traction network fault, the formula for determining the proportion of the fault point on the power supply arm according to the first recording data is: ; According to the ratio and the length of the power supply arm, the formula for determining the position of the fault point on the power supply arm is: ; in, is the proportion of fault points on the power supply arm, U a and U b is the feeder voltage value on both sides of the power supply arm, I a and I b is the current value of the first feeder on both sides of the power supply arm,Z s is the total impedance of the power supply arm, L is the length of the power supply arm, L k is the location of the fault point on the power supply arm.

[0039] Please refer to Figure 4 , Figure 4 This is a principle schematic diagram of the equivalent circuit diagram of the power supply arm in the event of a fault provided by the present invention.

[0040] In this embodiment, U a and I a , U b and I b are the feeder voltage and current on the left and right sides of the fault point K, respectively. Z a and Z ad , Z b and Z bd are the traction network impedance and return impedance on the left and right sides of the fault point K, respectively. I k is the fault point current, R k is the fault point resistance.

[0041] According to the equivalent current diagram of the power supply arm during a fault, the following equation can be written: (1); (2); (3); (4); in, Z L , Z d are known parameters, which are the total impedance of the traction network and the running rail respectively.

[0042] Substituting (3) and (4) into (2), we obtain: (5); set up , , substituting into (1) and (5) we get: (6); (7); (6)-(7) yields: (8); (9); (10).

[0043] The present invention calculates the location of the fault point through the two-terminal steady-state quantity. On the one hand, the feeder protection device needs GPS time synchronization to achieve time synchronization between devices; on the other hand, the main station is used to control the feeder protection devices on both sides of the same power supply arm to perform fault recording, obtain the voltage and current synchronization data required for fault distance measurement, and calculate the fault location using equations (9) and (10). Without adding equipment on site, the problem of obtaining and synchronizing the two-terminal current and voltage data between feeder protection devices is solved, which accelerates fault location and improves the repair efficiency of faulty lines.

[0044] The fault ranging system for rail transit DC traction power supply provided by the present invention is described below. The fault ranging system for rail transit DC traction power supply described below and the fault ranging method for rail transit DC traction power supply described above can be referred to each other.

[0045] Please refer to Figure 5 , Figure 5 A schematic structural diagram of a fault distance measurement system for rail transit DC traction power supply provided by the present invention.

[0046] The present invention also provides a fault distance measurement system for rail transit DC traction power supply, including: an acquisition module 501, which is used to obtain first recording data and the total impedance of the power supply arm when a permanent fault occurs in the rail transit DC traction power supply and the train lowers the pantograph; the first recording data includes the feeder voltage value and the first feeder current value on both sides of the power supply arm; a first determination module 502, which is used to determine the fault type according to the first recording data; the fault type includes a traction network fault; a second determination module 503, which is used to determine the proportion of the fault point on the power supply arm according to the first recording data and the total impedance of the power supply arm when a traction network fault occurs, and determine the position of the fault point on the power supply arm according to the proportion and the length of the power supply arm.

[0047] The fault distance measurement system for rail transit DC traction power supply of the present invention can realize accurate positioning of the fault point, reduce the patrol burden of the subway power supply maintenance department, improve the reliability of subway transportation, quickly eliminate faults, shorten power outage time, and reduce losses caused by power outages. Fault distance measurement of subway traction network is not only conducive to timely detection and elimination of faults and ensuring the normal operation of the traction network, but also very important for the safe, reliable and economic operation of the subway system, and has huge social and economic comprehensive benefits.

[0048] The rail transit DC traction power supply system provided by the present invention is described below. The rail transit DC traction power supply system described below and the fault distance measurement method of the rail transit DC traction power supply described above can be referred to each other.

[0049] The present invention also provides a rail transit DC traction power supply system, comprising the above-mentioned rail transit DC traction power supply fault distance measurement system.

[0050] Figure 6 An example of a structural diagram of an electronic device is shown in FIG. Figure 6 As shown, the electronic device may include: a processor 610, a communication interface 620, a memory 630 and a communication bus 640, wherein the processor 610, the communication interface 620 and the memory 630 communicate with each other through the communication bus 640. The processor 610 may call the logic instructions in the memory 630 to execute the fault distance measurement method of the rail transit DC traction power supply, the method comprising: when a permanent fault occurs in the rail transit DC traction power supply and the train lowers the pantograph, obtaining the first wave recording data and the total impedance of the power supply arm; the first wave recording data includes the feeder voltage value and the first feeder current value on both sides of the power supply arm; determining the fault type according to the first wave recording data; the fault type includes a traction network fault; in the case of a traction network fault, determining the proportion of the fault point on the power supply arm according to the first wave recording data and the total impedance of the power supply arm, and determining the position of the fault point on the power supply arm according to the proportion and the length of the power supply arm.

[0051] In addition, the logic instructions in the above-mentioned memory 630 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0052] On the other hand, the present invention also provides a computer program product, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the fault distance measurement method for rail transit DC traction power supply provided by the above methods. The method includes: when a permanent fault occurs in the rail transit DC traction power supply and the train lowers the pantograph, obtaining first recording data and the total impedance of the power supply arm; the first recording data includes the feeder voltage value and the first feeder current value on both sides of the power supply arm; determining the fault type according to the first recording data; the fault type includes a traction network fault; in the event of a traction network fault, determining the proportion of the fault point on the power supply arm according to the first recording data and the total impedance of the power supply arm, and determining the position of the fault point on the power supply arm according to the proportion and the length of the power supply arm.

[0053] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to execute the fault distance measurement method for the DC traction power supply of rail transit provided by the above-mentioned methods, the method comprising: in the event of a permanent fault in the DC traction power supply of rail transit and the train lowers the pantograph, obtaining first recorded data and the total impedance of the power supply arm; the first recorded data includes the feeder voltage value and the first feeder current value on both sides of the power supply arm; determining the fault type according to the first recorded data; the fault type includes a traction network fault; in the event of a traction network fault, determining the proportion of the fault point on the power supply arm according to the first recorded data and the total impedance of the power supply arm, and determining the position of the fault point on the power supply arm according to the proportion and the length of the power supply arm.

[0054] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0055] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0056] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A fault location method for rail transit DC traction power supply, characterized in that: include: When a permanent fault occurs in the DC traction power supply of rail transit and the train lowers the pantograph, obtain the first wave recording data and the total impedance of the power supply arm; The first recorded wave data includes feeder voltage values ​​and first feeder current values ​​on both sides of the power supply arm; Determine the fault type according to the first recorded wave data; the fault type includes a traction network fault; In the event of a traction network fault, the proportion of the fault point on the power supply arm is determined based on the first recording data and the total impedance of the power supply arm, and the position of the fault point on the power supply arm is determined based on the proportion and the length of the power supply arm.

2. The fault location method for rail transit DC traction power supply according to claim 1, characterized in that: The obtaining of first wave recording data when a permanent fault occurs in the DC traction power supply of rail transit and the train lowers the pantograph includes: When receiving a line test failure signal, controlling the train to lower the pantograph; the line test failure signal is used to indicate that a permanent failure has occurred in the DC traction power supply of rail transit; Sending a first test fault signal to feeder protection devices on both sides of the same power supply arm; the first test fault signal at least includes a first wave recording instruction; Receive the first wave recording data generated by the feeder protection device according to the first wave recording instruction.

3. The fault location method for rail transit DC traction power supply according to claim 2, characterized in that: The line test failure signal is a signal generated by the DC feeder protection device when the resistance value of the line test resistor of the rail transit DC traction power supply is less than a preset resistance value.

4. The fault location method for rail transit DC traction power supply according to claim 1, characterized in that: The fault types also include train faults; Determining the fault type according to the first recorded wave data includes: When the current value of the first feeder line is greater than the first preset current value, a traction network fault occurs; When the first feeder current value is not greater than the first preset current value, controlling the train to raise the pantograph; Sending a second test fault signal to feeder protection devices on both sides of the same power supply arm; the second test fault signal at least includes a second wave recording instruction; Receiving second wave recording data generated by the feeder protection device according to the second wave recording instruction; the second wave recording data at least includes a second feeder current value; When the second feeder current value is greater than a second preset current value, the train fault occurs.

5. The fault location method for rail transit DC traction power supply according to any one of claims 1 to 4, characterized in that: In the event of a traction network fault, the formula for determining the proportion of the fault point on the power supply arm according to the first recording data is: ； According to the proportion value and the length of the power supply arm, the formula for determining the position of the fault point on the power supply arm is: ； in, is the proportion of the fault point on the power supply arm, U a and U b is the feeder voltage value on both sides of the power supply arm, I a and I b is the first feeder current value on both sides of the power supply arm, Z s is the total impedance of the power supply arm, L is the length of the power supply arm, L k is the position of the fault point on the power supply arm.

6. A fault distance measurement system for DC traction power supply of rail transit, characterized in that: include: An acquisition module, used to acquire the first wave recording data and the total impedance of the power supply arm when a permanent fault occurs in the rail transit DC traction power supply and the train lowers the pantograph; The first recorded wave data includes feeder voltage values ​​and first feeder current values ​​on both sides of the power supply arm; A first determination module, used to determine a fault type according to the first recorded wave data; the fault type includes a traction network fault; The second determination module is used to determine the proportion of the fault point on the power supply arm according to the first recording data and the total impedance of the power supply arm when the traction network fails, and to determine the position of the fault point on the power supply arm according to the proportion and the length of the power supply arm.

7. A rail transit DC traction power supply system, characterized in that: It includes the fault distance measurement system for rail transit DC traction power supply as described in claim 5.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the fault distance measurement method for rail transit DC traction power supply is implemented as described in any one of claims 1 to 5.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the fault distance measurement method for rail transit DC traction power supply is implemented as described in any one of claims 1 to 5.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the fault distance measurement method for rail transit DC traction power supply is implemented as described in any one of claims 1 to 5.

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