Electrified railway vehicle-network impedance acquisition and protection device

Abstract

The utility model discloses an electrified railway vehicle-network impedance acquisition and protection device, which is characterized by comprising a first signal measurement unit, an impedance analysis unit and a feeder line protection unit which are electrically connected in sequence in a substation, a second signal measurement unit in the subarea; data transmission is carried out between the second signal measurement unit and the impedance analysis unit through a communication network; the first signal measurement unit is used for collecting voltage and current data of an upper line and a lower line T line and an F line of the AT traction network, obtaining the number of locomotives driving into a power supply section and transmitting the data to the impedance analysis unit in real time. The second signal measurement unit is used for acquiring the number of locomotives driving out of the power supply section; the impedance analysis unit sends a control signal to the feeder protection unit, and the feeder protection unit controls the opening and closing operation of the feeder circuit breaker. According to the utility model, reference data is provided for adaptive adjustment of traction network protection action boundaries, and the safety and reliability of traction power supply are enhanced.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of traction network impedance analysis and protection technology, and specifically relates to a kind of electric railway car-network impedance acquisition and protection device. BACKGROUND

[0002] The traction load of electrified railway has single-phase and power fluctuation, causing power quality problems such as harmonics and negative sequence, affecting the safe and efficient operation of the traction power supply system. In addition, the traction network works in a complex and harsh outdoor environment all year round, and is prone to various short-circuit faults, which threatens the safety and reliability of the traction power supply. The development of impedance analysis technology provides a convenient solution to the above problems. The impedance analysis system is mostly installed in the traction substation for collecting feeder voltage and current data. By real-time calculation of the measured impedance of the traction network, if it enters the protection action zone, a trip signal is sent to the feeder circuit breaker to isolate the fault traction network and ensure the safety of the locomotive operation.

[0003] The current impedance analysis system determines whether a fault has occurred based on the measured impedance of the traction network. With the increasing passenger volume and the increasing number of trains, the traction load is becoming larger, which may cause the measured impedance of the traction network to enter the action zone, causing the protection device to malfunction. On the other hand, when a high-impedance fault occurs, the traction network has similar impedance characteristics as the traction load, making it difficult to identify the fault and causing the protection device to refuse to act. Therefore, the traditional impedance analysis system cannot meet the actual needs of the growing traction load, lacks the ability to identify high-impedance faults, and needs to provide an impedance analysis and protection adaptive adjustment system that can accurately reflect the impedance of the traction network and the traction load in real time, and adaptively adjust the action boundary of the traction network protection. This not only avoids the impact of the peak power of the most busy line on the protection device malfunction, but also has the ability to distinguish between high-impedance faults and traction loads, effectively expanding the protection range of the traction network and enhancing the safety and reliability of the traction power supply, with great economic and social benefits. UTILITY MODEL CONTENTS

[0004] To overcome the shortcomings of the prior art, the utility model provides an electric railway car-network impedance acquisition and protection device, which synchronously shares data through the traction substation and the substation, and real-time grasps the dynamic information of the traction load. If it enters the protection action zone, a trip signal is sent to the feeder circuit breaker to isolate the fault traction network and ensure the safety of the locomotive operation.

[0005] The technical scheme of the utility model is as follows:

[0006] An electric railway car-network impedance acquisition and protection device, comprising signal measurement units, impedance analysis units and feeder protection units respectively arranged in the substation and the substation.

[0007] The substation signal measurement unit comprises a voltage sensor for collecting a traction network feeder voltage signal and a current sensor for collecting a traction network feeder current signal; the collected feeder voltage and current signals are transmitted to the impedance analysis unit in real time through an optical fiber; the locomotive monitoring module is used for monitoring whether a locomotive enters or exits the power supply section and transmitting the number of entering or exiting locomotives to the impedance analysis unit.

[0008] The substation signal measurement unit comprises a voltage sensor for collecting a traction network feeder voltage signal and a current sensor for collecting a traction network feeder current signal; the collected feeder voltage and current signals are transmitted to the impedance analysis unit in real time through an optical fiber; the locomotive monitoring module is used for monitoring whether a locomotive enters or exits the power supply section and transmitting the number of entering or exiting locomotives to the impedance analysis unit.

[0009] The impedance analysis unit comprises a data analysis module and a data storage module; the data analysis module comprises a communication module and a data processing module, the communication module is used for receiving and transmitting real-time voltage and current signals and locomotive traction power information from the signal measurement units in the substation and the substation, the data processing module is used for processing and analyzing the real-time voltage and current signals and transmitting impedance information to the feeder protection unit; the data storage module has a data storage function and is used for saving original voltage and current signal data and data processed and analyzed by the data processing module;

[0010] The feeder protection unit is used for adjusting the traction network protection setting value in real time according to the impedance of the impedance analysis unit and transmitting a switching action signal to a circuit breaker.

[0011] Specifically, the signal measurement unit in the substation is installed in the traction substation and connected to the impedance analysis unit and the feeder protection unit through lines respectively; the signal measurement unit in the substation is installed in the substation and connected to the impedance analysis module through an optical fiber.

[0012] The direct technical effect brought by the utility model is:

[0013] The device reasonably divides the operation mode of the traction network according to the equivalent impedance characteristics of the traction load, provides reference data for adaptive adjustment of the action boundary of the traction network protection, enhances the safety and reliability of the traction power supply and can meet the actual operation requirements of the growth of the traction load power. BRIEF DESCRIPTION OF DRAWINGS

[0014] Figure 1 It is a composition schematic view of the utility model.

[0015] Figure 2 It is a structure schematic view of the utility model.

[0016] Figure 3The utility model discloses a schematic diagram of the principle.

[0017] Figure 4 The utility model discloses a schematic diagram of the principle of impedance analysis unit.

[0018] Figure 5 The utility model discloses a schematic diagram of the principle of feeder protection unit. DETAILED DESCRIPTION

[0019] Embodiment 1

[0020] In the electrified railway AT traction network, the contact line is represented as "T", the track is represented as "R", and the negative feeder is represented as "F".

[0021] As Figures 1-3 shown, the embodiment provides an electrified railway vehicle-network impedance acquisition and protection device, which comprises:

[0022] A first signal measurement unit 1, an impedance analysis unit 3 and a feeder protection unit 4 located in a substation;

[0023] A second signal measurement unit 2 located in a substation;

[0024] The second signal measurement unit 2 in the substation and the impedance analysis unit 3 are connected through a communication network (such as an optical fiber network) for data transmission;

[0025] The first signal measurement unit 1 comprises a first voltage sensor 11, a first current sensor 12 and a first locomotive monitoring module 13; the second signal measurement unit 2 comprises a second locomotive monitoring module 21; the impedance analysis unit 3 comprises a data analysis module 31 and a data storage module 32 electrically connected to each other, and the data analysis module 31 is composed of a communication module 311 and a data processing module 312 electrically connected to each other; the first voltage sensor 11, the first current sensor 12, the first locomotive monitoring module 13 and the second locomotive monitoring module 21 are all connected in communication with the communication module 311 through a communication port; the first locomotive monitoring module 13 and the second locomotive monitoring module 21 both acquire and record the number of locomotives entering / leaving through sensors (such as photoelectric sensors).

[0026] The first signal measurement unit 1 is connected with the impedance analysis unit 3 through a line, collects the voltage and current data of the uplink and downlink T lines and F lines of the AT traction network, acquires the information of locomotives entering the power supply section, and transmits the acquired data to the impedance analysis unit 3 in real time;

[0027] The second signal measurement unit 2 in the substation acquires the information of locomotives leaving the power supply section (the number of locomotives leaving), and transmits the acquired data to the impedance analysis unit 3 through an optical fiber in real time;

[0028] The impedance analysis unit 3 receives the electric quantity of the traction network and the number of locomotives entering and leaving from the first signal measurement unit 1 in the substation and the second signal measurement unit 2 in the substation. The data storage module of the impedance analysis unit 3 can continuously measure, save and upload the original electric quantity of the feeder line of the traction substation, the information of the electric locomotive and the data after analysis and processing of the data processing module. The impedance analysis unit 3 is connected with the feeder protection unit 4 and sends a control signal to the feeder protection unit 4 to control the on-off operation of the feeder circuit breaker.

[0029] Embodiment 2

[0030] The working principle of the utility model is briefly explained through the embodiment.

[0031] As Figure 1 shown, the embodiment provides an electric railway vehicle-network impedance acquisition and protection device. The first signal measurement unit 1 in the substation, the impedance analysis unit 3 and the feeder protection unit 4 are installed in the traction substation, and the second signal measurement unit 2 in the substation is installed in the substation. The first signal measurement unit 1 in the substation is connected with the impedance analysis unit 3 through a line, collects the voltage and current data of the T line and the F line of the uplink and downlink of the AT traction network and obtains the information of the locomotive entering the power supply section, and transmits the data to the impedance analysis unit 3 in real time. The second signal measurement unit 2 in the substation obtains the information of the locomotive leaving the power supply section and transmits the collected data to the impedance analysis unit 3 in real time through an optical fiber. The impedance analysis unit 3 receives the electric quantity of the traction network and the information of the locomotive entering and leaving from the first signal measurement unit 1 in the substation and the second signal measurement unit 2 in the substation. The data storage module of the impedance analysis unit 3 can continuously measure, save and upload the original electric quantity of the feeder line of the traction substation, the information of the electric locomotive and the data after analysis and processing of the data processing module. The impedance analysis unit 3 is connected with the feeder protection unit 4 and sends a control signal to the feeder protection unit 4 to control the on-off operation of the feeder circuit breaker.

[0032] Specifically, as Figure 2 and Figure 3As shown, the first signal measurement unit 1 in the substation measures the voltage and current data of the substation in real time, and monitors the locomotive information entering the power supply section, uploads the record of the number of locomotives entering, the second signal measurement unit 2 in the substation monitors the locomotive information leaving the power supply section in real time, uploads the record of the number of locomotives leaving, and uploads to the impedance analysis unit 3 through the optical fiber, and calculates and analyzes the measured impedance of the traction network and the equivalent impedance of the traction load through the prior art (for example: Xu Lijun. Traction network high impedance grounding protection scheme considering the dynamic characteristics of traction load [J]. Electric Railway, 2023, 34 (03): 24-29+34.) The impedance analysis unit 3 uploads the impedance information to the feeder protection unit 4, and the feeder protection unit 4 divides the traction network operation mode according to the value of the equivalent impedance of the traction load: empty load, light load, medium load and heavy load, and according to the actual operation mode of the traction network, self-adaptively adjusts the action boundary value of the traction network protection, and ensures the normal operation of the traction power supply system under high load power. The utility model effectively enhances the safety and reliability of the traction power supply, and can meet the actual operation demand of the growth of traction load power.

[0033] Specifically, if high impedance fault occurs in the traction network, the measured impedance calculated by the impedance analysis unit 3 enters the traction network protection action region, and the feeder protection unit 4 sends a control signal to the feeder circuit breaker to control the feeder circuit breaker to operate, and the faulty traction network is cut off to ensure the safety of the locomotive operation. The utility model scheme effectively expands the protection range of the traction network, and meets the identification demand of the high impedance fault of the traction network.

[0034] The utility model measures the voltage and current data of the traction substation and the substation in real time, monitors the real-time information of the entering and leaving locomotives, calculates the equivalent impedance value of the traction load by using the impedance analysis unit 3, and divides the traction network into four operation modes according to the operation impedance characteristics of the traction load by using the feeder protection unit 4. When the traction network is in different operation states, the action boundary value of the traction network protection is adaptively adjusted to ensure that the traction network protection does not misoperate during busy traffic organization, and the traction load normally operates. In addition, when high impedance fault occurs, the fault can be accurately identified, the protection range of the traction network is expanded, and the safety and reliability of the traction power supply system operation are improved.

[0035] Embodiment 3

[0036] As Figure 3 and Figure 4As shown in FIG. 1, the voltage sensor TV is connected in parallel between the catenary T and the negative feeder F for measuring the voltage signal between the catenary T and the negative feeder F, and the current sensor TA is connected in series between the catenary T and the negative feeder F for measuring the catenary T current signal and the negative feeder F current signal. The infrared sensor IS is used for monitoring the locomotive entering or leaving the power supply section, and if the locomotive enters the power supply section, the recorded number of locomotives is increased by one, and if the locomotive leaves the power supply section, the recorded number of locomotives is decreased by one. The number of locomotives information n1 at the traction substation is transmitted to the impedance analysis unit 3 in the traction substation through the line connection, and the number of locomotives information n2 at the partition is transmitted to the impedance analysis unit 3 in the traction substation through the optical fiber.

[0037] Embodiment 4

[0038] As shown in FIG. 1, the voltage sensor TV is connected in parallel between the catenary T and the negative feeder F for measuring the voltage signal between the catenary T and the negative feeder F, and the current sensor TA is connected in series between the catenary T and the negative feeder F for measuring the catenary T current signal and the negative feeder F current signal. The infrared sensor IS is used for monitoring the locomotive entering or leaving the power supply section, and if the locomotive enters the power supply section, the recorded number of locomotives is increased by one, and if the locomotive leaves the power supply section, the recorded number of locomotives is decreased by one. The number of locomotives information n1 at the traction substation is transmitted to the impedance analysis unit 3 in the traction substation through the line connection, and the number of locomotives information n2 at the partition is transmitted to the impedance analysis unit 3 in the traction substation through the optical fiber. Figure 3 Figure 4 As shown in FIG. 1, the voltage sensor TV is connected in parallel between the catenary T and the negative feeder F for measuring the voltage signal between the catenary T and the negative feeder F, and the current sensor TA is connected in series between the catenary T and the negative feeder F for measuring the catenary T current signal and the negative feeder F current signal. The infrared sensor IS is used for monitoring the locomotive entering or leaving the power supply section, and if the locomotive enters the power supply section, the recorded number of locomotives is increased by one, and if the locomotive leaves the power supply section, the recorded number of locomotives is decreased by one. The number of locomotives information n1 at the traction substation is transmitted to the impedance analysis unit 3 in the traction substation through the line connection, and the number of locomotives information n2 at the partition is transmitted to the impedance analysis unit 3 in the traction substation through the optical fiber.

[0039] Embodiment 5

[0040] As shown in FIG. 1, the voltage sensor TV is connected in parallel between the catenary T and the negative feeder F for measuring the voltage signal between the catenary T and the negative feeder F, and the current sensor TA is connected in series between the catenary T and the negative feeder F for measuring the catenary T current signal and the negative feeder F current signal. The infrared sensor IS is used for monitoring the locomotive entering or leaving the power supply section, and if the locomotive enters the power supply section, the recorded number of locomotives is increased by one, and if the locomotive leaves the power supply section, the recorded number of locomotives is decreased by one. The number of locomotives information n1 at the traction substation is transmitted to the impedance analysis unit 3 in the traction substation through the line connection, and the number of locomotives information n2 at the partition is transmitted to the impedance analysis unit 3 in the traction substation through the optical fiber. Figure 3 Figure 4 ​​As shown, the feeder protection unit 4 receives the "vehicle-network" impedance information from the impedance analysis unit 3, divides the traction network operation mode according to the locomotive traction impedance condition: no load, light load, medium load and heavy load, and adjusts the action boundary value of the traction network protection according to the actual operation mode of the traction network, to ensure the normal operation of the traction power supply system under high load power. If a high impedance fault occurs in the traction network, the measured impedance calculated by the impedance analysis unit 3 enters the action region of the traction network protection, and the feeder protection unit 4 sends a control signal to the feeder circuit breaker to control the feeder circuit breaker to operate the disconnection operation to remove the fault traction network, to ensure the safety of the locomotive operation. As an example, the feeder protection unit 4 can be selected from commercially available feeder protection measurement and control products (such as the AM2SE series microcomputer protection device of Ankerui), and the action boundary value setting and disconnection operation of the traction network protection can be realized through the configuration or setting function of the product.

Claims

1. A device for acquiring and protecting the impedance of an electrified railway vehicle-to-grid system, characterized in that, The device includes: The first signal measurement unit (1), impedance analysis unit (3), and feeder protection unit (4) are located in the substation and are connected in sequence. The second signal measurement unit (2) is located within the partition station; The second signal measurement unit (2) and the impedance analysis unit (3) transmit data through a communication network; The first signal measurement unit (1) is used to collect voltage and current data of the up line and down line T line and F line of the AT traction network, as well as to obtain the number of locomotives entering the power supply section, and transmit them to the impedance analysis unit (3) in real time. The second signal measurement unit (2) is used to obtain the number of locomotives that have left the power supply section; The impedance analysis unit (3) sends a control signal to the feeder protection unit (4), and the feeder protection unit (4) controls the opening and closing operation of the feeder circuit breaker.

2. The apparatus according to claim 1, characterized in that: The impedance analysis unit (3) includes a data analysis module (31) and a data storage module (32) that are electrically connected to each other. The data analysis module (31) consists of a communication module (311) and a data processing module (312) that are electrically connected to each other.

3. The apparatus according to claim 2, characterized in that: The first signal measurement unit (1) includes a first voltage sensor (11), a first current sensor (12) and a first locomotive monitoring module (13); the second signal measurement unit (2) includes a second locomotive monitoring module (21); the first voltage sensor (11), the first current sensor (12) and the first locomotive monitoring module (13) are all connected to the communication module (311) through the communication port.

4. The apparatus according to claim 3, characterized in that: Both the first locomotive monitoring module (13) and the second locomotive monitoring module (21) acquire and record the number of locomotives entering / exiting through sensors.

5. The apparatus according to claim 3, characterized in that: The second locomotive monitoring module (21) is connected to the communication module (311) via a communication port.

6. The apparatus according to claim 2 or 3, characterized in that: The data storage module (32) is used to store the original voltage and current signal data and the data processed and analyzed by the data processing module (312).

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