CN111257688A - Method for evaluating electrical performance of electrified railway contact net - Google Patents

Method for evaluating electrical performance of electrified railway contact net Download PDF

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CN111257688A
CN111257688A CN202010086080.2A CN202010086080A CN111257688A CN 111257688 A CN111257688 A CN 111257688A CN 202010086080 A CN202010086080 A CN 202010086080A CN 111257688 A CN111257688 A CN 111257688A
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contact line
section
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contact
impedance
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CN111257688B (en
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易东
李群湛
郭锴
解绍锋
马庆安
张丽
王辉
王帅
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Southwest Jiaotong University
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/08—Locating faults in cables, transmission lines, or networks
    • G01R31/081—Locating faults in cables, transmission lines, or networks according to type of conductors
    • G01R31/086—Locating faults in cables, transmission lines, or networks according to type of conductors in power transmission or distribution networks, i.e. with interconnected conductors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/12—Trolley lines; Accessories therefor
    • B60M1/28—Manufacturing or repairing trolley lines
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R27/00—Arrangements for measuring resistance, reactance, impedance, or electric characteristics derived therefrom
    • G01R27/02—Measuring real or complex resistance, reactance, impedance, or other two-pole characteristics derived therefrom, e.g. time constant

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Abstract

The invention discloses an electric performance evaluation method for an electrified railway contact network, and belongs to the technical field of electrified railway power supply. The power supply arm is divided into a section 1 and a section 2; the upper contact line T1 has a self-impedance of ZT1The self-impedance of the lower contact line T2 is ZT2The mutual impedance of the complex line direct supply contact net is ZTT(ii) a Synchronously measuring the head end voltage and the tail end voltage of an uplink contact line T1, the current of an uplink contact line T1, the head end voltage and the tail end voltage of a downlink contact line T2 and the current of a downlink contact line T2 of the section 1 when a train is at the head end of a power supply arm of the section 1; simultaneously measuring the head end voltage, the tail end voltage of the section 1 up contact line T1, the electricity of the up contact line T1 when the train is at the tail end of the section 1 power armCurrent, head voltage, tail voltage of down contact line T2, and current of down contact line T2. The difference between the virtual impedance and the theoretical value of the virtual impedance can be used for recording and judging the change trend of the electrical performance of the contact network section.

Description

一种电气化铁路接触网电气性能评估方法A method for evaluating electrical performance of electrified railway catenary

技术领域technical field

本发明涉及电气化铁路牵引供电技术领域。The invention relates to the technical field of electric railway traction power supply.

背景技术Background technique

我国高速铁路无一例外地采用电力牵引。随着高速铁路里程的增加，牵引供电系统的安全、良好运行不能不受到高度重视。my country's high-speed railways use electric traction without exception. With the increase of high-speed railway mileage, the safety and good operation of the traction power supply system cannot but be highly valued.

牵引网没有备用，且暴露于大自然中，加之弓网高速接触，容易导致故障的发生，引起断电，影响正常运行。牵引供电系统结构复杂、工作条件恶劣。沿铁路线路架设的接触网零件众多，地理分布广泛，工作于露天环境，需承受机车受电弓的高速冲击，且无备用，这些特点都导致了牵引供电系统的故障较易发生。The traction net has no backup, and is exposed to nature, coupled with the high-speed contact of the pantograph, it is easy to cause failures, cause power failure, and affect normal operation. The traction power supply system has a complex structure and harsh working conditions. The catenary parts erected along the railway line are numerous, widely distributed, work in the open air, need to withstand the high-speed impact of the locomotive pantograph, and have no backup. These characteristics lead to the failure of the traction power supply system.

目前铁路供电系统普遍采取故障后处理方式，故障恢复速度慢，容易造成巨大的经济损失和不良的社会影响。牵引供电系统目前的管理模式存在以下问题：At present, the railway power supply system generally adopts the post-fault treatment method, and the fault recovery speed is slow, which is likely to cause huge economic losses and adverse social impacts. The current management mode of the traction power supply system has the following problems:

(1)故障发生后才进行处理。对牵引供电系统日常的运行状态认识不清，只有等故障发生后才进行处理，是一种消极被动的处理方式，故障后抢修模式给现场抢修人员带来巨大工作压力，容易导致人身伤害事故的发生，同时难以满足铁路对接触网状态高精确度的要求。(1) Deal with the fault after it occurs. The daily operation status of the traction power supply system is unclear, and it is only dealt with after the fault occurs, which is a passive and passive processing method. The emergency repair mode after the fault brings huge work pressure to the on-site emergency repair personnel, which may easily lead to personal injury accidents. At the same time, it is difficult to meet the railway's requirements for high accuracy of the catenary state.

(2)故障之后的查找和恢复速度慢。现有的故障诊断方法精度不高，故障后的查找和处理工作量大，列车停运时间长。(2) The search and recovery speed after the fault is slow. The existing fault diagnosis methods have low precision, large workload of finding and processing after the fault, and long train downtime.

(3)缺乏有效的故障预防措施。对牵引供电系统未来可能发生的情况估计不足，缺乏有效的干预措施。(3) Lack of effective fault prevention measures. Underestimation of what might happen in the future of the traction power supply system is underestimated, and there is a lack of effective interventions.

设备或系统故障的发生，是众多因素随时间累计的结果，其产生、发展必然经历一个时间过程，有时看似偶然的故障，也存在着内在的规律性，即使是突发性故障也存在孕育、发展的时期。若能对牵引供电系统的运行状态进行准确评估，掌握系统的实时工作状态，并从中总结系统状态演化发展的规律，根据规律就能提前识别出设备或系统的异常，提早对其进行检修或更换，将能减小牵引供电系统事故发生的概率，避免故障的发生。The occurrence of equipment or system failures is the result of the accumulation of many factors over time, and its generation and development must go through a time process. Sometimes seemingly accidental failures also have inherent regularity, and even sudden failures are bred. , the period of development. If the operating state of the traction power supply system can be accurately evaluated, the real-time working state of the system can be grasped, and the law of the evolution and development of the system state can be summarized from it. According to the law, the abnormality of the equipment or system can be identified in advance, and it can be repaired or replaced in advance. , which will reduce the probability of accidents in the traction power supply system and avoid the occurrence of failures.

发明内容SUMMARY OF THE INVENTION

本发明的目的是提供一种电气化铁路接触网电气性能评估方法，它能有效地解决在线计算接触网区段虚拟阻抗并与其理论计算值进行实时比较的技术问题。The purpose of the present invention is to provide a method for evaluating the electrical performance of an electrified railway catenary, which can effectively solve the technical problem of online calculation of the virtual impedance of the catenary section and real-time comparison with its theoretical calculation value.

本发明解决其技术问题，所采用的技术方案为：一种电气化铁路接触网电气性能评估方法，包括电气化铁路复线直供接触网的上行接触线T1，下行接触线T2，钢轨R，接触网供电臂首端的上行接触线T1、下行接触线T2并联，供电臂末端的上行接触线T1、下行接触线T2并联，供电臂分为区段1和区段2；上行接触线T1自阻抗为ZT1，下行接触线T2自阻抗为ZT2，复线直供接触网的互阻抗为ZTT；当列车在区段1供电臂的首端时，同步测量区段1上行接触线T1的首端电压

Figure BDA0002382099870000011
末端电压
Figure BDA0002382099870000012
上行接触线T1的电流
Figure BDA0002382099870000013
下行接触线T2的首端电压
Figure BDA0002382099870000014
末端电压
Figure BDA0002382099870000015
下行接触线T2电流
Figure BDA0002382099870000016
当列车在区段1供电臂的末端时，同步测量区段1上行接触线T1的首端电压
Figure BDA0002382099870000017
末端电压
Figure BDA0002382099870000018
上行接触线T1的电流
Figure BDA0002382099870000021
下行接触线T2的首端电压
Figure BDA0002382099870000022
末端电压
Figure BDA0002382099870000023
下行接触线T2的电流
Figure BDA0002382099870000024
The present invention solves its technical problem, and adopts the technical scheme as follows: a method for evaluating the electrical performance of an electrified railway catenary, including an ascending contact line T1, a descending contact line T2, a steel rail R, and a catenary power supply of the electrified railway double-track direct supply catenary. The upward contact line T1 and the downward contact line T2 at the head end of the arm are connected in parallel, and the upward contact line T1 and the downward contact line T2 at the end of the power supply arm are connected in parallel. The power supply arm is divided into section 1 and section 2; the self-impedance of the upward contact line T1 is Z T1 , the self-impedance of the descending contact line T2 is Z T2 , the mutual impedance of the double-line direct supply contact line is Z TT ; when the train is at the head end of the power supply arm of section 1, the head end voltage of the upward contact line T1 of section 1 is synchronously measured
Figure BDA0002382099870000011
terminal voltage
Figure BDA0002382099870000012
The current of the upward contact line T1
Figure BDA0002382099870000013
The head-end voltage of the down contact line T2
Figure BDA0002382099870000014
terminal voltage
Figure BDA0002382099870000015
Downward contact line T2 current
Figure BDA0002382099870000016
When the train is at the end of the power supply arm of section 1, synchronously measure the head-end voltage of the upstream contact line T1 of section 1
Figure BDA0002382099870000017
terminal voltage
Figure BDA0002382099870000018
The current of the upward contact line T1
Figure BDA0002382099870000021
The head-end voltage of the down contact line T2
Figure BDA0002382099870000022
terminal voltage
Figure BDA0002382099870000023
The current of the descending contact line T2
Figure BDA0002382099870000024

(1)在列车上行时，每次驶入区段1和驶出区段1，且同时区段1的下行无列车，用公式(1)计算接触线T1的虚拟阻抗ZT(xn)，用公式(2)计算接触线T2的虚拟阻抗ZF(xn)；(1) When the train is going up, each time it enters and exits section 1, and there is no train going down in section 1 at the same time, use formula (1) to calculate the virtual impedance Z T(xn) of the contact line T1, Calculate the virtual impedance Z F(xn) of the contact line T2 with formula (2) ;

Figure BDA0002382099870000025
Figure BDA0002382099870000025

Figure BDA0002382099870000026
Figure BDA0002382099870000026

接触线T1的虚拟阻抗ZT1(xn)的理论值ZT1(ll)由公式(3)得到，接触线T2的虚拟阻抗ZT2(xn)的理论值ZT2(ll)由公式(4)得到，The theoretical value Z T1(ll) of the virtual impedance Z T1(xn) of the contact line T1 is obtained by formula (3), and the theoretical value Z T2(ll) of the virtual impedance Z T2(xn) of the contact line T2 is obtained by formula (4) get,

ZT1(ll)＝D(ZT-ZTT) (3)Z T1(ll) = D(Z T -Z TT ) (3)

ZT2(ll)＝D(ZT-ZTT) (4)Z T2(ll) = D(Z T -Z TT ) (4)

式中：长度D的单位为km，各种阻抗Z单位均为Ohm/km；各供电臂的首端电压

Figure BDA0002382099870000027
Figure BDA0002382099870000028
和末端电压
Figure BDA0002382099870000029
的单位均为V，各电流
Figure BDA00023820998700000210
Figure BDA00023820998700000211
的单位均为A；In the formula: the unit of length D is km, the unit of various impedance Z is Ohm/km; the head-end voltage of each power supply arm
Figure BDA0002382099870000027
Figure BDA0002382099870000028
and terminal voltage
Figure BDA0002382099870000029
The unit is V, each current
Figure BDA00023820998700000210
Figure BDA00023820998700000211
The unit is A;

(2)区段1接触线T1的虚拟阻抗ZT1(xn)与其理论值ZT1(ll)基本相等时，区段1接触线T1电气性能无变化；区段1接触线T1的虚拟阻抗ZT1(xn)大于其理论值ZT1(ll)时，判断区段1接触线T1存在断股，断线，磨耗加剧或承力索断线情况；(2) When the virtual impedance Z T1(xn) of the contact line T1 of section 1 is substantially equal to its theoretical value Z T1 (ll) , the electrical performance of the contact line T1 of section 1 does not change; the virtual impedance Z of the contact line T1 of section 1 When T1(xn) is greater than its theoretical value Z T1(ll) , it is judged that the contact line T1 of section 1 has broken strands, broken wires, increased wear or broken wires;

(3)区段1接触线T2的虚拟阻抗ZT2(xn)与其理论值ZT2(ll)基本相等时，区段1接触线T2电气性能无变化；区段1接触线T2的虚拟阻抗ZT2(xn)大于其理论值ZT2(ll)时，判断区段1接触线T2存在断股，断线，磨耗加剧或承力索断线情况；(3) When the virtual impedance Z T2(xn) of the contact line T2 of section 1 is substantially equal to its theoretical value Z T2 (ll) , the electrical performance of the contact line T2 of section 1 does not change; the virtual impedance Z of the contact line T2 of section 1 When T2(xn) is greater than its theoretical value Z T2(ll) , it is judged that the contact line T2 of section 1 has broken strands, broken wires, increased wear or broken wires;

(4)区段1接触线T1的虚拟阻抗ZT1(xn)小于其理论值ZT1(ll)且区段1接触线T2的虚拟阻抗ZT2(xn)小于其理论值ZT2(ll)时，则判断是上行接触线T1，下行接触线T2线间距离变近；(4) The virtual impedance Z T1(xn) of the contact line T1 of section 1 is less than its theoretical value Z T1(ll) and the virtual impedance Z T2(xn) of the contact line T2 of section 1 is less than its theoretical value Z T2(ll) When , it is judged that the distance between the upward contact line T1 and the downward contact line T2 becomes closer;

将区段1接触线T1的虚拟阻抗ZT1(xn)，接触线T2的虚拟阻抗ZT2(xn)记录下来，形成历史数据库，生成变化趋势，当其变化量超过设定值时，对该区段进行检修和维修。Record the virtual impedance Z T1(xn) of the contact line T1 in section 1 and the virtual impedance Z T2(xn) of the contact line T2, form a historical database, and generate a change trend. When the change exceeds the set value, the Section for overhaul and maintenance.

当同一电气化铁路或供电臂分为多个区段时，每个区段的接触线的虚拟阻抗与理论值误差应基本接近，差别较大的区段判断存在施工质量问题。When the same electrified railway or power supply arm is divided into multiple sections, the error between the virtual impedance of the contact line of each section and the theoretical value should be basically close, and the sections with large differences are judged to have construction quality problems.

本发明的工作原理是：一种分区所上下行并联直接供电方式电气化铁路接触网电气性能评估方法，电气化铁路复线直供上行接触线T1，下行接触线T2，钢轨R，供电臂首端T1、T2并联，末端T1、T2并联，供电臂分为区段1和区段2；上行接触线T1自阻抗为ZT1，下行接触线T2自阻抗为ZT2，上下行接触网互阻抗为ZTT；当车在区段1首端时，同步测量区段1上行接触线T1首端电压

Figure BDA0002382099870000031
和末端电压
Figure BDA0002382099870000032
上行接触线T1电流
Figure BDA0002382099870000033
下行接触线T2首端电压
Figure BDA0002382099870000034
和末端电压
Figure BDA0002382099870000035
下行接触线T2电流
Figure BDA0002382099870000036
当车在区段1末端时，同步测量区段1上行接触线T1首端电压
Figure BDA0002382099870000037
和末端电压
Figure BDA0002382099870000038
上行接触线T1电流
Figure BDA0002382099870000039
下行接触线T2首端电压
Figure BDA00023820998700000310
和末端电压
Figure BDA00023820998700000311
下行接触线T2电流
Figure BDA00023820998700000312
在列车上行每次驶入区段1和驶出区段1，且同时区段1下行无车，用公式(1)计算接触线T1虚拟阻抗ZT(xn)，用公式(2)计算接触线T2虚拟阻抗ZF(xn)。接触线T1虚拟阻抗ZT1(xn)的理论值ZT1(ll)由公式(3)得到，接触线T2虚拟阻抗ZT2(xn)的理论值ZT2(ll)由公式(4)得到。利用虚拟阻抗与相应的虚拟阻抗理论值的差异可以对接触网区段电气性能变化趋势进行记录和评判，当其变化量超过设定值时，对该区段进行检修和维修，减少事故的发生。The working principle of the invention is as follows: a method for evaluating the electrical performance of an electrified railway catenary in a direct power supply mode of up and down parallel direct power supply in a subdivision. The electrified railway double line is directly supplied with the upward contact line T1, the downward contact line T2, the rail R, the head end of the power supply arm T1, T2 is connected in parallel, terminals T1 and T2 are connected in parallel, and the power supply arm is divided into section 1 and section 2; the self-impedance of the upstream contact line T1 is Z T1 , the self-impedance of the downstream contact line T2 is Z T2 , and the mutual impedance of the upstream and downstream contact nets is Z TT ; When the car is at the head end of section 1, synchronously measure the head end voltage of the upstream contact line T1 of section 1
Figure BDA0002382099870000031
and terminal voltage
Figure BDA0002382099870000032
Upward contact line T1 current
Figure BDA0002382099870000033
Downward contact line T2 head end voltage
Figure BDA0002382099870000034
and terminal voltage
Figure BDA0002382099870000035
Downward contact line T2 current
Figure BDA0002382099870000036
When the car is at the end of section 1, measure the voltage at the head end of the upstream contact line T1 of section 1 synchronously
Figure BDA0002382099870000037
and terminal voltage
Figure BDA0002382099870000038
Upward contact line T1 current
Figure BDA0002382099870000039
Downward contact line T2 head end voltage
Figure BDA00023820998700000310
and terminal voltage
Figure BDA00023820998700000311
Downward contact line T2 current
Figure BDA00023820998700000312
Each time the train enters and exits section 1 and exits section 1, and at the same time there is no vehicle in section 1, use formula (1) to calculate the virtual impedance Z T(xn) of the contact line T1, and use formula (2) to calculate the contact Line T2 virtual impedance Z F(xn) . The theoretical value Z T1(ll) of the virtual impedance Z T1(xn) of the contact line T1 is obtained by formula (3), and the theoretical value Z T2(ll) of the virtual impedance Z T2(xn) of the contact line T2 is obtained by formula (4). The difference between the virtual impedance and the corresponding theoretical value of virtual impedance can be used to record and evaluate the change trend of the electrical performance of the catenary section. When the change exceeds the set value, the section will be repaired and maintained to reduce the occurrence of accidents. .

与现有技术相比，本发明技术的有益效果是：Compared with the prior art, the beneficial effects of the technology of the present invention are:

一、利用列车进入和离开区段两端电压、电流进行接触网虚拟阻抗计算，对接触网断股、断线等进行识别。1. Use the voltage and current at both ends of the train entering and leaving the section to calculate the virtual impedance of the catenary, and identify the broken strands and lines of the catenary.

二、利用虚拟阻抗与相应的虚拟阻抗理论值的差异可以对接触网区段电气性能变化趋势进行记录和评判，当其变化量超过设定值时，对该区段进行检修和维修，减少事故的发生。2. The difference between the virtual impedance and the corresponding virtual impedance theoretical value can be used to record and judge the change trend of the electrical performance of the catenary section. When the change exceeds the set value, the section will be repaired and maintained to reduce accidents. happened.

三、通用性好，易于实施。3. Good versatility and easy to implement.

附图说明Description of drawings

图1是本发明的流程图。Figure 1 is a flow chart of the present invention.

图2是本发明列车在区段1首端的示意图。FIG. 2 is a schematic view of the train of the present invention at the head end of section 1. FIG.

图3是本发明列车在区段1末端的示意图。FIG. 3 is a schematic view of the train of the present invention at the end of section 1. FIG.

具体实施方式Detailed ways

如图1所示，本发明实施例提供了一种分区所电气化铁路接触网电气性能评估方法，在列车每次驶入区段1和驶出区段1后用公式计算上行接触线T1虚拟阻抗ZT1(xn)，下行接触线T2虚拟阻抗ZT2(xn)。区段1接触线T1虚拟阻抗ZT1(xn)与其理论值ZT1(ll)基本相等时，区段1接触线T1电气性能无变化；区段1接触线T1虚拟阻抗ZT1(xn)大于其理论值ZT1(ll)时，区段1接触线T1可能存在断股，断线，磨耗加剧或承力索断线等情况。区段1接触线T2虚拟阻抗ZT2(xn)与其理论值ZT2(ll)基本相等时，区段1接触线T2电气性能无变化；区段1接触线T2虚拟阻抗ZT2(xn)大于其理论值ZT2(ll)时，区段1接触线T2可能存在断股，断线，磨耗加剧或承力索断线等情况。区段1接触线T1虚拟阻抗ZT1(xn)小于其理论值ZT1(ll)且区段1接触线T2虚拟阻抗ZT2(xn)小于其理论值ZT2(ll)时，则可能是上行接触线T1，下行接触线T2线间距离变近。As shown in FIG. 1 , an embodiment of the present invention provides a method for evaluating the electrical performance of an electrified railway catenary in a partition. After the train enters and exits section 1 each time, the virtual impedance of the upward contact line T1 is calculated by a formula. Z T1(xn) , the virtual impedance Z T2(xn) of the downstream contact line T2. When the virtual impedance Z T1(xn) of the contact line T1 in section 1 is substantially equal to its theoretical value Z T1(ll) , the electrical performance of the contact line T1 in section 1 does not change; the virtual impedance Z T1(xn) of the contact line T1 in section 1 is greater than When its theoretical value Z T1(ll) , the contact line T1 of section 1 may have broken strands, broken wires, increased wear or broken wire of the load-bearing cable. When the virtual impedance Z T2(xn) of the contact line T2 in section 1 is basically equal to its theoretical value Z T2(ll) , the electrical performance of the contact line T2 in section 1 does not change; the virtual impedance Z T2(xn) of the contact line T2 in section 1 is greater than When its theoretical value Z T2 (ll) , the contact line T2 of section 1 may have broken strands, broken wires, increased wear or broken wire of the load-bearing cable. When the virtual impedance Z T1(xn) of the contact line T1 of section 1 is less than its theoretical value Z T1(ll) and the virtual impedance Z T2(xn) of the contact line T2 of section 1 is less than its theoretical value Z T2(ll) , it may be The distance between the ascending contact line T1 and the descending contact line T2 becomes shorter.

如图2所示，电气化铁路复线直供上行接触线T1，下行接触线T2，钢轨R,供电臂首端T1、T2并联，末端T1、T2并联，供电臂分为区段1和区段2；上行接触线T1自阻抗为ZT1，下行接触线T2自阻抗为ZT2，上下行接触网互阻抗为ZTT；当车在区段1首端时，同步测量区段1上行接触线T1首端电压

Figure BDA0002382099870000041
和末端电压
Figure BDA0002382099870000042
上行接触线T1电流
Figure BDA0002382099870000043
下行接触线T2首端电压
Figure BDA0002382099870000044
和末端电压
Figure BDA0002382099870000045
下行接触线T2电流
Figure BDA0002382099870000046
当车在区段1末端时，同步测量区段1上行接触线T1首端电压
Figure BDA0002382099870000047
和末端电压
Figure BDA0002382099870000048
上行接触线T1电流
Figure BDA0002382099870000049
下行接触线T2首端电压
Figure BDA00023820998700000410
和末端电压
Figure BDA00023820998700000411
下行接触线T2电流
Figure BDA00023820998700000412
在列车上行每次驶入区段1和驶出区段1，且同时区段1下行无车，用公式计算接触线T1虚拟阻抗ZT(xn)，接触线T2虚拟阻抗ZF(xn)。利用虚拟阻抗与相应的虚拟阻抗理论值的差异可以对接触网区段电气性能变化趋势进行记录和评判，当其变化量超过设定值时，对该区段进行检修和维修，减少事故的发生。As shown in Figure 2, the double line of the electrified railway is directly supplied with the upward contact line T1, the downward contact line T2, the rail R, the first end T1 and T2 of the power supply arm are connected in parallel, the ends T1 and T2 are connected in parallel, and the power supply arm is divided into section 1 and section 2 ; The self-impedance of the upward contact line T1 is Z T1 , the self-impedance of the downward contact line T2 is Z T2 , and the mutual impedance of the upward and downward contact lines is Z TT ; When the car is at the head end of section 1, the upward contact line T1 of section 1 is measured synchronously head-end voltage
Figure BDA0002382099870000041
and terminal voltage
Figure BDA0002382099870000042
Upward contact line T1 current
Figure BDA0002382099870000043
Downward contact line T2 head end voltage
Figure BDA0002382099870000044
and terminal voltage
Figure BDA0002382099870000045
Downward contact line T2 current
Figure BDA0002382099870000046
When the car is at the end of section 1, measure the voltage at the head end of the upstream contact line T1 of section 1 synchronously
Figure BDA0002382099870000047
and terminal voltage
Figure BDA0002382099870000048
Upward contact line T1 current
Figure BDA0002382099870000049
Downward contact line T2 head end voltage
Figure BDA00023820998700000410
and terminal voltage
Figure BDA00023820998700000411
Downward contact line T2 current
Figure BDA00023820998700000412
Each time the train enters and exits section 1 and exits section 1, and at the same time there is no car going down in section 1, use the formula to calculate the virtual impedance Z T(xn) of the contact line T1 and the virtual impedance Z F(xn) of the contact line T2 . The difference between the virtual impedance and the corresponding theoretical value of virtual impedance can be used to record and evaluate the change trend of the electrical performance of the catenary section. When the change exceeds the set value, the section will be repaired and maintained to reduce the occurrence of accidents. .

Claims (2)

1. An electric performance evaluation method of an electrified railway contact network comprises the steps that an ascending contact line T1, a descending contact line T2, a steel rail R, an ascending contact line T1 and a descending contact line T2 at the head end of a contact network power supply arm are connected in parallel, an ascending contact line T1 and a descending contact line T2 at the tail end of the power supply arm are connected in parallel, and the power supply arm is divided into a section 1 and a section 2; the upper contact line T1 has a self-impedance of ZT1The self-impedance of the lower contact line T2 is ZT2The mutual impedance of the complex line direct supply contact net is ZTT(ii) a Simultaneously measuring the head end voltage of the section 1 up line contact T1 when the train is at the head end of the section 1 power arm
Figure FDA0002382099860000011
Terminal voltage
Figure FDA0002382099860000012
Current at the upper contact line T1
Figure FDA0002382099860000013
Head end voltage of down contact line T2
Figure FDA0002382099860000014
Terminal voltage
Figure FDA0002382099860000015
Lower contact line T2 current
Figure FDA0002382099860000016
When the train is in zone 1Synchronous measurement of head end voltage at contact line T1 on segment 1 at the end of the arm
Figure FDA0002382099860000017
Terminal voltage
Figure FDA0002382099860000018
Current at the upper contact line T1
Figure FDA0002382099860000019
Head end voltage of down contact line T2
Figure FDA00023820998600000110
Terminal voltage
Figure FDA00023820998600000111
Current at lower contact line T2
Figure FDA00023820998600000112
The method is characterized in that:
(1) while the train is ascending, the virtual impedance Z of the contact line T1 is calculated by the formula (1) every time the train enters the section 1 and exits the section 1, and at the same time, the train is not descending in the section 1T(xn)Calculating the virtual impedance Z of the contact line T2 by equation (2)F(xn)；
Figure FDA00023820998600000113
Figure FDA00023820998600000114
Virtual impedance Z of contact line T1T1(xn)Theoretical value of (Z)T1(ll)The virtual impedance Z of the contact line T2 is obtained from the equation (3)T2(xn)Theoretical value of (Z)T2(ll)As is obtained from the formula (4),
ZT1(ll)＝D(ZT-ZTT) (3)
ZT2(ll)＝D(ZT-ZTT) (4)
in the formula: the unit of the length D is km, and the unit of each impedance Z is Ohm/km; head end voltage of each power supply arm
Figure FDA00023820998600000115
Figure FDA00023820998600000116
And terminal voltage
Figure FDA00023820998600000117
All units of (1) are V, each current
Figure FDA00023820998600000118
And
Figure FDA00023820998600000119
the unit of (A) is A;
(2) virtual impedance Z of segment 1 contact line T1T1(xn)With its theoretical value ZT1(ll)Substantially equal, segment 1 contact line T1 has no change in electrical properties; virtual impedance Z of segment 1 contact line T1T1(xn)Greater than its theoretical value ZT1(ll)Judging whether the contact line T1 of the section 1 has strand breakage, line breakage, increased abrasion or carrier cable line breakage;
(3) virtual impedance Z of segment 1 contact line T2T2(xn)With its theoretical value ZT2(ll)Substantially equal, segment 1 contact line T2 has no change in electrical properties; virtual impedance Z of segment 1 contact line T2T2(xn)Greater than its theoretical value ZT2(ll)Judging whether the contact line T2 of the section 1 has strand breakage, line breakage, increased abrasion or carrier cable line breakage;
(4) virtual impedance Z of segment 1 contact line T1T1(xn)Less than its theoretical value ZT1(ll)And the virtual impedance Z of segment 1 contact line T2T2(xn)Less than its theoretical value ZT2(ll)If so, it is determined that the upper contact line T1 and the lower contact line T2 are at the same pitchThe distance is changed to be close;
contact segment 1 with virtual impedance Z of line T1T1(xn)Virtual impedance Z of contact line T2T2(xn)And recording to form a historical database, generating a change trend, and when the change quantity of the change trend exceeds a set value, carrying out maintenance and repair on the section.
2. The method for evaluating the electrical performance of the contact network of the electrified railway is characterized in that when the same electrified railway or a power supply arm is divided into a plurality of sections, the error of the virtual impedance of the contact line of each section is basically close to the error of a theoretical value, and the section with larger difference is judged to have the construction quality problem.
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