JP4693564B2 - Fault location device for AC AT feeder circuit - Google Patents

Description

  The present invention relates to a fault point locating device for an AC AT feeder circuit for specifying a ground fault or a short-circuit fault point distance generated in an AT section of an AC AT feeder circuit in an electric railway.

  In general, an AT feeder circuit in an AC electric railway has a system configuration as shown in FIG.

  In FIG. 14, along the railway, substations SS that supply feeder power are provided at intervals of several tens of kilometers, and both substation power sources are divided by feeder substations SP. Furthermore, an auxiliary feeder section SSP is provided for restricting the same power source section. Each of these substations SS and the respective feeding divisions SP, SSP is provided with a single-turn transformer AT.

  Here, an operation method in which two different power sources are connected to each other at the feeding section SP is called a matching power, and an operation method in which one power source is extended in the opposite direction is called an extended feeding.

  The train line has a down line and an up line, and the upper and lower lines are operated by being separated or combined by the upper and lower line tie switches provided at the substation and each division.

  As shown in FIG. 15, the AT feeder circuit is composed of a trolley wire T, a feeder wire (feeder wire) F, a rail R, and a protective wire PW, and single-turn transformers AT are arranged at intervals of about 10 km. In addition, the feeding voltage of the substation SS is supplied to the electric car by stepping down the voltage between the trolley wire and the rail by 1/2 with the autotransformer AT. Furthermore, the electric vehicle current flowing through the trolley line and the rail is converted to a half value by the auto-transformer AT, and the trolley line and the feeder line are fed back to the power source of the substation SS.

  By the way, in such a system configuration of the AT feeder circuit, the fault point is determined as follows.

  First, in the substation SS, a line short-circuit impedance of a train line as shown in FIG. 16 is generally detected.

  As shown in FIG. 16, although the TF short-circuit impedance is linear with respect to the line length, the TR short-circuit, the T-PW short-circuit, the F-PW short-circuit, and the T and F ground faults not shown are It has an impedance characteristic that swells upward with the crossing point of the protection line (PW) as a node. For this reason, the failure point location determined from the line reactance significantly reduces the location accuracy for failures other than TF short-circuiting. In addition, TF short-circuits occur less frequently due to the configuration of the train track, and many failures are caused by insulators, T-R shorts due to flying objects, T-PW shorts, F-PW shorts, or T and F ground faults. is there.

  Therefore, for faults where the line impedance swells upward, the fault point is determined by utilizing the fact that the fault current in the AT section flows to the AT neutral points at both ends of the section connected by the rail R and the protection line PW. Yes.

  Next, FIG. 17 shows a general fault current distribution of a TR short-circuit fault.

  In FIG. 17, the failure point current flowing through the trolley wire T and the rail R is sucked up at the neutral point of the AT at both ends of the failure section, and the current converted to the feeding voltage reference (1/2) by the AT is converted into a substation ( SS), the ATs at both ends of the failure section act as a power source for electric vehicle voltage reference.

FIG. 18 is a diagram illustrating the principle of AT absorption of fault current. In FIG. 18, for simplification, both ends AT ₁ and AT ₂ are power supplies having the same voltage and phase, and the feeding voltage reference system is ignored.

From the principle diagram shown in FIG. 18, the suction currents (I ₁ , I ₂ ) at both ends AT in the failure section are obtained by the following equations.

I ₁ = V _T · (Z ₂ ) / (Z ₁ · Z ₂ + Z ₂ · Z ₃ + Z ₃ · Z ₁ ) (1)
I ₂ = V _T · (Z ₁ ) / (Z ₁ · Z ₂ + Z ₂ · Z ₃ + Z ₃ · Z ₁ ) (2)
Where V _T : train line system reference voltage, Z ₁ : impedance between AT ₁ and failure point, Z ₂ : impedance between AT ₂ and failure point, Z ₃ : impedance at failure point, D: AT section distance length, X : the fault point distance length actual circuit, and the current of the feeding circuit voltage based criteria substation SS flows between T-F of the aT, the correction since the Z ₁ and Z ₂ include leakage impedance of aT However, the above-described equations (1) and (2) indicate that the AT suction current and the failure point distance with respect to the failure current have a linear relationship.

  FIG. 19 is a configuration diagram of a fault sample amount measuring apparatus in the above-described conventional fault location.

FIG. 19 shows an arbitrary AT section AT _n among a plurality of AT sections arranged on the upper and lower lines of the train line as a representative example. The fault sample amount measuring device b at both ends of the AT _n section takes in the feeding voltage and neutral point current of the autotransformers AT _n and AT _{n + 1 at} both ends of the section as electric quantity inputs, respectively, and the quantity of electricity at the time of failure occurrence. The input is measured as orientation information, and the orientation information is transmitted to the remote fault location device a via the orientation information communication line.

  The failure point locating device a acquires the orientation information (the neutral point current value of the AT at both ends) transmitted from both ends of each AT interval, and the end points in each interval from the obtained orientation information. Is determined, the maximum value section of the orientation information amount sum at both ends of the section is determined as the failure section, and the failure point distance is calculated based on the principle shown in FIG. .

  FIG. 20 is a block diagram of orientation information processing at both ends of the relevant fault section in the conventional fault location apparatus a shown in FIG.

FIG. 21 shows the state of the midpoint suction current of the autotransformers AT _n and AT _{n + 1} at both ends of the trolley to rail short-circuit failure occurring in the AT _n interval. That is, it is the orientation information at both ends of the failure relevant section.

The failure point locating device a uses the equation (3) to calculate the midpoint suction currents I _ATn , I _{ATn + 1} of the autotransformers AT _n , AT _{n + 1} at both ends of the relevant failure interval (AT _n interval). Each current ratio (Hi) is calculated. These calculated current ratios (Hi) are proportional to the section impedance from the fault point to the midpoint of the autotransformer AT at both ends of the section as described in the principle diagram shown in FIG. In order to include the corresponding error, the calculated current ratio (Hi) is corrected to a linear proportional relationship with the section distance using the constant (k), and a single turn from the AT _n section length (D) and the starting point (absolute reference point) the transformer length at aT _n with (L _n) each constant (4) calculates the distance (Ls) from the starting point to the fault point.

Hi = (IAT _{n + 1} / (IAT _n + IAT _{n + 1} ) (3)
_{Ls = L n + D · (} Hi-k) / (1-2k) ...... (4)
However, Hi: AT suction current ratio at both ends of failure section
k: AT leakage impedance correction constant
D: Distance of failure section
L _n : Distance from the starting point to the failure section reference end AT
Ls: Distance from the starting point to the fault point FIG. 22 shows the fault orientation principle characteristics performed using the equations (3) and (4).

  Since the current ratio (Hi) straight line includes a fixed impedance that causes errors such as AT leakage impedance at both ends, a slope (current ratio (Hi) straight line) is generated, and the straight line obtained by correcting this slope with a constant (k) It is a section distance (D) correction straight line.

  As described above, the upper and lower lines of the train line of the railway feeder circuit are roughly divided into a power transmission section composed of power lines such as a trolley line T, a feeder line F, a rail R, and a protection line PW for transmitting electric power to an electric vehicle, and an upper and lower line. Is composed of feeding posts SS, SSP, SP which are connected or separated by tie switches.

  However, T, F ground faults, T-R short-circuit faults, T-PW short-circuit faults, FR short-circuit faults, F-PW short-circuit faults, and TF short-circuit faults occur at various locations. .

  On the other hand, the failure point locating device is required to have the selectivity of the failure point and the accuracy of the failure point locating distance in order to quickly recover from a failure once.

  However, the failure point locating principle based on the ratio of the AT suction current at both ends of the AT section described above has the following problems.

(A) The TF short-circuit fault current returns to the trolley wire and feeder wire and does not flow to the neutral point of the AT. For this reason, the TF short-circuit fault point cannot be specified by the principle of AT suction current ratio standardization.

  In TF short-circuit fault, reactance can be determined because the line impedance to the fault point shows a substantially linear relationship with the fault point distance. However, faults near the boundary point have both fault reactances detected at the substation. Since it becomes equivalent to a section, a failure section cannot be specified.

  Further, as described above, the T-R short circuit, the T-PW short circuit, the F-PW short circuit, and the ground faults of T and F (not shown) swell upward from the crossing point of the rail R and the protection line PW. Therefore, it is difficult to specify a failure section for other failure types.

(B) Failures near the AT are divided into three sections: failure of the train line on the starting side from the AT, failure on the post of the feeder post, and failure of the train line on the end side of the AT. In the neutral point current, the neutral point current ratio between the AT in the vicinity of the fault point and the AT on the start side and the end point side becomes equal, so the fault section cannot be determined.

(C) The SS, SSP, and SP arranged on the train line are provided with upper and lower line tie switches for connecting and separating the upper and lower lines. When the upper and lower lines are connected by this upper and lower line tie switch, the fault current flows almost half by half to the AT of the upper and lower lines. For this reason, at each AT location, the neutral point currents of the upper and lower lines AT are summed to obtain the suction current ratio at both ends of the section, and as a result, it cannot be specified whether the failure occurrence location is an up line or a down line.

  The present invention solves the above-described problems, and is not affected by failures that occur in the vicinity of a section boundary or coupling / separation of vertical tie switches for all types of failures including TF short-circuit failures. It is an object of the present invention to provide an AT feeder failure point locating device that can reliably determine a failure type and a failure occurrence section.

  In order to achieve the above-mentioned object, the present invention is arranged at both ends of a plurality of AT sections, each having a single-winding transformer AT as a boundary, arranged for each arbitrary distance section of an AC AT feeder circuit, and the electric quantity at each end. A fault for an AC-AT feeder circuit that receives the sample amount information transmitted via the communication means from the sample amount measuring apparatus that acquires and measures the sample amount information, and performs fault detection and fault location in the AT section Section group orientation information for classifying and storing AT sections of the same power supply group from the sample quantity information measured by each of the sample quantity measuring devices and selecting and storing the sample quantity information of the group in which the failure occurred The acquisition means and the orientation information of both ends of the failure section required for the failure point section ratio orientation are selected and stored from the orientation information of the relevant group selected and stored by the section group orientation information means. The failure section information sorting means, the failure point section ratio determining means for calculating the failure point section ratio based on the sample amount information at both ends of the failure section selected by the failure concerned section information sorting means, and the failure point section ratio Failure point distance calculating means for calculating the absolute distance length from the starting point of the train line to the failure point based on the failure point orientation value at the failure section distance obtained by the orientation means.

  According to the present invention, for all fault types including TF short-circuit faults, fault detection and fault occurrence are not affected by faults that occur in the vicinity of section boundaries or by coupling and separation of vertical line tie switches. The section, failure point, and failure type can be reliably determined.

  Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a system configuration diagram of an AC AT feeder circuit to which a fault location apparatus according to the present invention is applied. In this example, an arbitrary AT _n section of an AT feeder circuit down line having the system configuration shown in FIG. 14 will be described as a representative. To do.

In FIG. 1, a train line is composed of power transmission lines represented by a trolley line T, a rail R, and a feeder line F, and each AT section (AT _n section) is a substation SS where an autotransformer AT is installed. Or it is classified by using the feeder feeder station SP or the auxiliary feeder station SSP as a boundary.

As shown in the representative example of the arbitrary AT _n section in FIG. 1, at the AT _n section boundary point, the current transformers CT _Tan , CT _Fan , CT _Tbn for the trolley line T and feeder line F of both wings of the boundary point are _used. , CT _Fbn , and the secondary current and voltage of the instrument transformer PT _n are introduced into the fault sample quantity measuring apparatus 2 as fault orientation (electric quantity) information.

  Similarly, the fault sample amount measuring device 2 at each AT boundary point introduces the secondary current and the secondary voltage of the trolley wire, feeder current transformer and instrument transformer of each section boundary point both wings.

  The quantity of electricity introduced into these faulty sample quantity measuring devices 2 is shown with reference to both directions from the AT section boundary point as the reference polarity.

  This failure sample quantity measuring device 2 measures the introduced electric quantity at the time of failure as orientation information, and transmits the orientation information to the remote failure point location device 1 via the orientation information communication line.

  The failure point locating device 1 communicates with the failure sample amount measuring device 2 at each boundary point of a plurality of AT sections to obtain the orientation information (current information of both wings of the AT interval boundary point and the feeding voltage at the boundary point) at the time of failure. The fault orientation calculation is executed from these orientation information.

  FIG. 2 is a calculation processing block diagram of the section inflow current ratio orientation in the first embodiment of the fault location apparatus according to the present invention.

In FIG. 2, the fault location device 1 includes a sample amount measuring device communication means 1a, and communicates with a plurality of sample amount measuring devices (not shown) of the AT feeder circuit at regular intervals, at regular intervals, when a failure occurs, or at any time. Then, the orientation information (AT ₀ , AT ₁ ,... AT _{n + 3} ) of each AT boundary point is acquired.

  The orientation information acquired from each sample quantity measuring device includes AT boundary point system operation information (upper and lower tie switch operation, extended operation), failure detection information, and electrical quantity information (border point voltage, double-wing trolley line, feeder line) Current).

  The group section information acquisition means 1b acquires the system operation information and the failure detection signal which are detected and transmitted by the failure sample amount measuring device at each AT boundary point in all AT sections from the start point to the end point of the train line, Perform the process.

(A) The fault sample amount measuring device in the same power source section is group-classified from the grid operation information and stored in a memory (not shown), and the group classification is updated to the latest information according to the grid operation information acquired as needed.

(A) The failure detection information is sequentially communicated to the failure sample quantity measuring device of the relevant group, and the electrical quantity information at the time of failure at each AT boundary point is acquired and stored in a memory (not shown).

(C) When a failure occurs, the electrical quantity information from all the failure sample quantity measuring devices in the relevant failure group is stored in the memory, and then notified to the relevant failure interval information selection means 1c.

  When the failure relevant section information selection means 1c receives the notification of the end of the storage of the electrical quantity information from the group section information acquisition means 1b, it performs the following processes (d) to (f).

(D) Failure occurrence At a plurality of AT boundary points (multiple AT intervals) of the group concerned, the electrical quantity information at both ends of the same AT interval stored in a memory (not shown) is sequentially compared, and the failure current flowing in the normal interval passes outside the interval. In the failure section, the maximum section of the inflow current in the section or the section exceeding the arbitrary value is selected by applying the principle of flowing into the section.

3, AT _n illustrates the current distribution of AT boundary points of failure interval ends when the trolley-rail short circuit fault section, AT _n sections across the trolley line and the feeder line is shown below the current (1), (2 ), (3).

(1) At the failure point of the trolley wire and rail, the current (I _ATn , I _{ATn + 1} ) flowing through the midpoint of the autotransformers (AT _n , AT _{n + 1} ) at both ends of the section, and the far ends of both wings Current transformer (not shown) and current (I _Ra , I _Rb ) returning to the midpoint of the power supply flow, and bidirectional current flows into the trolley line.

(2) The current (I _{ATn + 1} , I _Rb ) flowing through the trolley wire to the rail in the direction opposite to the power source is converted into a current value (0. 5I _{ATn + 1} , 0.5I _Rb ), both the trolley line and feeder line pass through the failure section and return to the power source. The trolley line current and feeder line current passing through the section are in opposite phases.

(3) On the other hand, the current (I _ATn , I _Ra ) flowing through the trolley line to the rail in the direction of the power supply returns to the power supply from the trolley line and feeder line outside the failure section (power supply side).

Therefore, each electric quantity (trolley line current and feeder line current) of the AT boundary point both wings at both ends of the failure section has values as shown in Table 1.

That is, the section inflow fault current is obtained from the combination of the trolley lines at both ends of the AT _n fault section and the feeder line (I _{an + 1} + I _{bn + 1} ).

(E) The electrical quantity information of the AT boundary points at both ends of the selected failure occurrence relevant section is stored in a memory (not shown) as fault orientation information. When a failure occurs in multiple sections, fault orientation information is stored in a memory (not shown) for each failure section.

(F) Failure occurrence When the failure section selection processing for all AT sections of the group concerned is completed, the failure point section ratio locating means 1d is notified to that effect.

When the failure point section ratio locating means 1d receives the notification of the failure section selection processing completion of the failure relevant section information selecting means 1c, it reads out the failure orientation information at both ends of the selected failure relevant section from a memory (not shown), The combined current (ΣI _n , ΣI _{n + 1} ) at both ends of the failure section is calculated from the orientation information, and the ratio of the failure occurrence point distance from the section reference end to the failure section distance is calculated from the combined current.

  FIG. 4 shows an example of the combined current ratio orientation at both ends of the failure section. Here, the fault orientation information read from the memory (not shown) is the information on the quantity of electricity at the time of the accident (the voltage at the AT boundary point and the two blades) measured by the sample amount measuring device at the AT boundary points at both ends of the AT section as described in FIG. Trolley wire, feeder wire current).

The failure point interval ratio locating means 1d is an analog synthesis circuit (principle) shown in the block, and the combined current (ΣI _n , ΣI _{n + 1} ) is calculated.

ΣI _n = I _Tan + I _Fan + I _Tbn + I _Fbn (5)
ΣI _{n + 1} = I _{Tan + 1} + I _{Fan + 1} + I _{Tbn + 1} + I _{Fbn + 1} (6)
However, ΣI _n : Calculated current at AT _n boundary point (AT _n midpoint suction current)
I _Tan: AT _n boundary point of the power supply side contact wire current I _Fan: AT _n boundary point of the power supply side feeder line current I _Tbn: AT _n boundary point AT _n sections side trolley line current I _Fbn: the AT _n boundary point AT _n section side feeder line current ΣI _{n + 1} : Calculated current at AT _{n + 1} boundary point (AT _n midpoint suction current)
_{I Tan + 1: AT n +} 1 of the boundary point AT _n section side trolley line current _{I Fan + 1: AT n +} 1 boundary point AT _n sections side feeder line current I _Tbn + 1: the AT _{n + 1} boundary point Power-supply-side trolley line current I _{Fbn + 1} : Power-supply-side feeder line current at AT _{n + 1} boundary point The calculated values of the above formulas (5) and (6) From the value of electric quantity (trolley line current and feeder line current), it is the mid-point suction current (I _ATn , I _{ATn + 1} ) of the autotransformer (AT _n , AT _{n + 1} ) at both ends of the failure section, respectively. I understand that.

Next, the failure point interval ratio locating means 1d uses the equation (7) from the failure interval reference end with respect to the failure interval distance from the combined current (ΣI _n , ΣI _{n + 1} ) obtained by the equations (5) and (6). The section distance ratio (D%) to the failure point is calculated.

  (7) is based on the fault current distribution principle at both ends of the fault section in the AT feeder circuit as in the conventional system.

D% = (ΣI _{n + 1} ) / (ΣI _n + ΣI _{n + 1} ) (7)
The failure point distance calculation means 1e calculates the distance from the starting point of the train line to the failure point from the failure point interval distance ratio (Hi) obtained by the failure point interval ratio locating means 1d using the equation (8).

Ls = L _n + D · (Hi−k) / (1-2k) (8)
However, D%: Trolley line and feeder line both blades combined current ratio of AT boundary point at both ends of failure section k: AT leakage impedance correction constant D: Distance of failure section L _n : Distance from starting point to failure section reference end AT Ls: Thus, the distance from the starting point to the fault point In the first embodiment, since the fault combined section is detected and the fault point is determined from the vector sum of the trolley line and feeder line current at the both ends of the section (section inflow current), Therefore, it is possible to specify a failure location (AT premises, upstream line, downstream line) that is difficult to be determined and to determine a failure point of a TF short-circuit failure.

  Next, the section both-ends differential voltage orientation in the second embodiment of the fault location apparatus according to the present invention will be described.

  In the second embodiment, the arithmetic processing block, the sample amount measuring device communication means 1a, the group section information acquisition means 1b, the fault section information selection means 1c, and the fault point distance calculation means 1e are each shown in FIG. The apparatus 1 operates in the same manner as described above by means similar to the section inflow current ratio standardization.

  In the present embodiment, the failure point section ratio locating means 1d calculates the voltage difference between both ends, the section end passing current of the trolley line and the feeder line, and the section inflow current from the orientation information of the both ends of the failure, and stores them in advance. The section distance ratio of the failure point is obtained using the formulas and constants.

When the failure point section ratio locating means 1d receives the notification of the failure section selection process completion of the failure relevant section information selecting means 1c, the failure section both ends of the failure section shown in FIG. Information (V ₁ , I _T1 , I _F1 , V ₂ , I _T2 , I _F2 ) is read from a memory (not shown), and from the section reference end for the fault section distance (D) using the following equation (9) The ratio (D%) of the failure point distance is calculated.

D% = ((ΔV) / (Z _L ) + (I _T2 + α (I _F2 ))) / ((I _T1 + I _T2 ) + α (I _F1 + I _F2 )) (9)
However, the polarity of the current at both ends of the AT section is based on the current flowing in the section direction (positive electrode), and each symbol is as follows.

D%: Ratio of the failure point distance to the failure interval distance from the reference side AT boundary point ΔV: Difference voltage between both ends of the AT interval (reference side AT boundary point voltage V ₁ -anti-reference side AT boundary point voltage V ₂ )
Z _L : Section line impedance (= trolley line impedance Z _T )
I _T1 : Fault side trolley current (I _Tbn ) at the reference AT boundary point
I _F1 : Feeder current at the fault section at the reference side AT boundary point (I _Fbn )
I _T2 : Fault section end trolley current at anti-reference side AT boundary point (I _{Tan + 1} )
I _F2 : Feeder current at the fault section at the anti-reference side AT boundary point (I _{Fan + 1} )
α: Feeder line impedance ratio with respect to trolley line impedance Further, the failure point distance calculating means 1e is the failure point interval distance ratio (Hi) obtained by the section difference voltage locating principle equation (9) of the failure point interval ratio locating means 1d. 2 to calculate the distance from the starting point of the train line to the failure point in the same manner as the section inflow current ratio orientation described in FIG.

  Next, the principle of the equation (9) for calculating the ratio (D%) of the failure occurrence point distance described above will be described with reference to FIG.

FIG. 6 is an explanatory diagram of the principle of AT section difference voltage orientation in the second embodiment, and each train line impedance of the trolley, rail, and feeder is represented by a single feeder circuit impedance (Z ₁ , Z ₂ ) (simplified). An example of the current and voltage distribution of the trolley-rail short circuit fault is shown.

The impedance (Z ₃ ) between the trolley and the rail is a fault impedance. The figure shows power supply voltage (V), feeding voltage at both ends of AT section (V ₁ , V ₂ ), and return to power supply from trolley wire and feeder line of auto-transformer (AT ₁ , AT ₂ ) at both ends of AT section current (I _1, I _2), autotransformer (AT _1, AT ₂₎ from the transformer ratio (n) times and is in a fault current flowing between the trolley-rails fault point from both ends (nI _1, nI ₂₎ The section voltages (V _L1 , V _L2 ) from both ends of the AT section to the failure point are shown. From the principle diagram, the following relational expressions (10) to (13) are established.

V ₁ = (V) ((Z ₁ ) + (Z ₃ ) + n ² ((Z ₁ ) (Z ₂ ) / (Z ₁ + Z ₂ )) / ((Z _P ) + (Z ₁ ) + (Z ₃ )
+ N ² ((Z ₁ ) (Z ₂ ) / (Z ₁ + Z ₂ )) …… (10)
V ₂ = (V) ((Z ₃ ) + n ² ((Z ₁ ) (Z ₂ ) / (Z ₁ + Z ₂ )) / ((Z _P ) + (Z ₁ ) + (Z ₃ )
+ N ² ((Z ₁ ) (Z ₂ ) / (Z ₁ + Z ₂ )) …… (11)
V ₁ −V ₂ = (V) ((Z ₁ ) / ((Z _P ) + (Z ₁ ) + (Z ₃ )
+ N ² ((Z ₁ ) (Z ₂ ) / (Z ₁ + Z ₂ ) (12)
V _L1 + V _L2 = (n (I ₁ ) + (I ₂ )) (Z ₁ ) − (I ₂ ) (Z ₂ )
= V (Z ₁ ) / (((Z _P ) + (Z ₁ ) + (Z ₃ )) (Z ₁ + Z ₂ ) + n ² ((Z ₁ ) (Z ₂ )) / (Z ₁ + (n
-1) (Z ₂ ))) …… (13)
Here, in the transformer ratio (n = 2) of the autotransformers (AT ₁ , AT ₂ ) at both ends of the AT section, the AT section both-end differential voltage (V ₁ −V ₂ ) shown in the equation (12) is (13 ) And the section differential voltage (V _L1 + V _L2 ) generated from the section impedance (Z ₁ , Z ₂ ) and section current (I ₁ , I ₂ ) shown in the expression (14), the section distance (Z _L ), the section difference voltage orientation principle formula of the failure point distance ratio (D%) is established.

ΔV = (n (I ₁ ) + (I ₂ )) (D%) (Z _L ) − (I ₂ ) (1−D%) (Z _L )
Ｄ D% = ((ΔV _T / Z _L ) + I _T2 ) / (I _T1 + I _T2 ) (14)
However, ΔV _T : Differential voltage across AT section (= V ₁ −V ₂ )
Z _L : AT section distance impedance (= Z ₁ + Z ₂ )
D%: Ratio of failure point distance to AT section distance (Z ₁ = (D%) Z _L , Z ₂ = (1−D%) Z _L )
I _T1 : Trolley line current at the AT ₁ boundary point in the AT section (= n (I ₁ ) + I ₂ )
I _T2 : Trolley line current at the AT ₂ boundary point in the AT section (= I ₂ )
Further, although not shown, in the case of a feeder-rail short circuit failure, the principle diagram shown in FIG. 6 is subject to vertical movement, so that the trolley line current of the above expression (14) is replaced with the feeder line current, and the expression (15) is established. .

Ｄ D% = ((ΔV _F / (Z _L ) + (α) (I _F2 )) / (α) (I _F1 + I _F2 ) …… (15)
However, ΔV _F : Differential voltage across AT section (= V ₁ −V ₂ )
α: Feeder line section impedance ratio to AT section impedance of trolley line
I _F1 : Feeder line current at the AT ₁ boundary point in the AT section (= n (I ₁ ) + I ₂ )
I _F2 : Feeder line current at the AT ₂ boundary point in the AT section (= I ₂ )
However, from the synthesis of the equations (14) and (15), the above equation (9) can be applied to all of the trolley-rail short-circuit failure, feeder-rail short-circuit failure, trolley-feeder short-circuit failure, trolley ground-fault failure, feeder ground-fault failure. It can be seen that the failure type holds as a unified principle formula for obtaining the failure point distance ratio (D%) with respect to the AT section distance.

  Next, an actual power feeding circuit will be described.

As shown in FIG. 7, the actual feeder circuit is composed of a multi-wire circuit represented by a trolley T, a feeder F, a rail R, and a protective wire PW, and the rail R and the protective wire PW are arranged at equal distance intervals. It is connected with a crossover. That is, the current feedback circuit impedances (Z ₁ , Z ₂ ) of AT ₁ and AT ₂ at both ends of the AT section shown in the principle diagram of the AT section differential voltage orientation in FIG. 6 are multi-wire combined impedances (ΣZ ₁ , ΣZ ₂ ). Yes, FIG. 8 shows an example of AT section impedance of a real system in a trolley-rail short circuit failure.

The characteristics shown in FIG. 8 are: TF feedback impedance (V ₁ / (ΣI _F )) of AT boundary point in order of legend, ratio of fault point distance to section distance ((k) Z _L ), AT _{1 at} both ends of AT section , AT ₂ current feedback circuit combined impedance ratio (ΣZ ₁ / (ΣZ ₁ + ΣZ ₂ )), failure point impedance ratio (D%) obtained from section difference voltage orientation, and the following characteristics (K), (K) , (K).

( _G ) The TF feedback impedance (V ₁ / (ΣI _F )) at the AT boundary point is a straight line ((k) Z with respect to the section length in the case of a TF short circuit as described in the above-described conventional method. _L ), but in the case of T-R short-circuit, T-PW short-circuit, F-PW short-circuit, and T and F ground faults not shown, large bulge of AT section due to combined AT feedback impedance at both ends and AT transformation ratio A small bulge with a node at the crossing point of the rail and the protective line PW overlaps. For this reason, the failure point distance orientation calculated | required from a line reactance has a remarkable fall of orientation accuracy with respect to failures other than TF short circuit.

(H) The combined impedance ratio (ΣZ ₁ / (ΣZ ₁ + ΣZ ₂ )) at both ends of the AT section is equal to the combined impedance at one end (AT ₂ feedback impedance in the example of FIG. 7) with respect to the linear proportional relationship with the section distance. Since the feeder line impedance (Z _F ) is coupled in series, an inclination error with respect to the failure point distance proportional line occurs with respect to the linear proportional relation of the suction current ratio at both ends of the AT section.

(G) The fault point impedance ratio (D%) obtained from the section difference voltage standard is calculated based on the actual difference voltage at both ends of the section, the actual current at both ends of the section, and the known current. Since the fault point is calculated backward using the equation (9) from the predetermined section impedance constant as a value, no error in principle occurs, but the actual impedance of the section impedance and the section impedance constant mismatch rate determined as a known number Causes a tilt error in the proportional straight line.

As described above, the characteristic shown in FIG. 8 is the conventional line obtained from the electric current when the TF feedback impedance (V ₁ / (I _T1 −I _F1 )) at the above-mentioned (ki) AT boundary point is the feeding voltage. Reactance orientation, which is effective only for TF short-circuit faults, but when the upper and lower lines are connected by upper and lower tie switches, the line reactance of the upper and lower lines is halved. The case where it is standardized as a failure occurs.

Therefore, it is necessary to select the orientation value of the section where the failure actually occurred from the failure point location results of all AT sections including the healthy section from the power source to the failure section. The combined impedance ratio (ΣZ ₁ / (ΣZ ₁ + ΣZ ₂ )) at both ends of the AT section described above is a conventional suction current ratio standardization at the ends AT of the section.

  This orientation principle is effective for fault location of T-R short-circuit, T-PW short-circuit, F-PW short-circuit, T ground fault, and F ground fault. In order to return between feeders, it is difficult in principle to determine the AT suction current ratio. In addition, by using a system such as a butt feed or an extension feed with an up / down line tie switch, a shunt current can be shunted according to the number of ATs at both ends of the section, or a trolley line to the outside of the section that causes a non-negligible location error. It is necessary to treat the sum of the suction currents at both ends of the section such as the current flowing through the rail.

  In the localization method according to the present invention for obtaining the failure point impedance ratio (D%) from the section difference voltage of (K) described above, the failure point location is effective for all failure types. In addition, since the fault current passes through both ends of the healthy AT section, the orientation value (fault point section ratio) becomes invalid (∞).

  On the other hand, only the orientation value (failure point interval ratio) of the failure AT interval is valid (0.0 to 1.0). In addition, the influence of changes in the shunt branch due to system operation such as butt feeding by the upper and lower tie switches or extension feeding, and the current flowing through the trolley wire to the rail outside the section can be ignored (in principle, it is not affected).

  In other words, the main point of the present invention is the proportional relationship between the fault current flowing into the section as a result of system operation change or rail return outside the section and the section distance of the fault point, and the fault point is determined from the difference voltage at both ends of the section. There is.

  As described above, in the second embodiment, the failure point is calculated from the difference voltage at both ends of the section generated in proportion to the fault current flowing into the section and the section distance of the failure point. It is not affected by the change of the branching branch due to the system operation such as the butt feeding by the switch or the extension feeding or the current flowing through the trolley wire to the rail outside the section. In other words, it is possible to identify fault locations (AT premises, up line, down line) that have been difficult with conventional location methods, and to identify fault points for TF short-circuit faults, with stable accuracy against system changes. The failure point can be located.

  Next, as a third embodiment of the failure point locating device according to the present invention, a differential voltage locating example in a T branch (3 terminals) AT section will be described.

  In the third embodiment, the arithmetic processing block, the sample amount measuring device communication means 1a, the group section information acquisition means 1b, the fault relevant section information selection means 1c, and the fault point distance calculation means 1e are the fault point location device shown in FIG. 1 operates in the same manner as described above by means similar to the section inflow current ratio standardization.

  In the present embodiment, in the failure point section ratio locating means 1, based on the orientation information at each end of the T-branch 3 terminal section, the voltage difference between both ends of the 3 terminals, the trolley line, the section end current of the feeder line, and the T branch section The inflow current is calculated, and the equations corresponding to the three terminals of the T-branch determined in advance and the constants of each of the three sections with the T-branch point as a boundary are used to calculate the failure point section distance ratio between the three terminals. Calculate and detect the failure occurrence section in the three sections with the T branch point as the boundary from the respective failure point section distance ratios between these three terminals, and use the detected failure occurrence section distance ratio as the standard value It is.

The failure point section ratio locating means 1d is means for performing the section both-end differential voltage locating calculation in the present invention. When the failure point section ratio locating means 1d receives the notification of the failure section selection processing completion of the failure relevant section information selecting means 1c, the above-mentioned figure is obtained from the fault orientation information at both ends of the relevant trouble section selected from the memory (not shown). 5, the electrical quantity information at the end of the third section of the T branch (the feeding voltages V ₁ , V ₂ , V ₃ at the end of the _third section, the trolley line current at the end of the T branch section, I _T1 , I _T2 , I _T3 The feeder currents I _F1 , I _F2 , and I _F3 ) are read out, and the ratios (D ₁ , D ₂ , D ₃ %) of the fault occurrence point distances in the sections ₁ , ₂ , and ₃ are calculated.

  FIG. 9 is a principle diagram of the differential voltage orientation in the T-branch (3-terminal) AT section.

The T branch section is divided into three sections (sections 1, 2, and 3) with the branch point as a boundary. Each transformer end (AT ₁ , AT ₂ , AT ₃ ) is provided with an autotransformer AT, and FIG. 9 uses the AT ₁ section end as a reference point of the T-branch section. Each section is composed of a multi-wire circuit represented by a trolley, a feeder, a rail, and a protection line PW as shown in FIG. 7 described above, but FIG. 9 is a simplified diagram of these multi-wire circuit impedances. Each section impedance (Z ₁ , Z ₂ , Z ₃ ) represented by one line is shown.

In the figure, symbols F ₁ , F ₂ , and F ₃ indicate failure points having a section distance ratio (D ₁ , D ₂ , D ₃ %) from the starting point side of each section to the failure point. Symbols V ₁ , V ₂ , and V ₃ are feeding voltages at the end of each section of the T branch section. Further, symbols I ₁ , I ₂ , and I ₃ are fault currents that flow at the ends of the sections, and V _L1 , V _L2 , and V _L3 flow through the section impedances (Z ₁ , Z ₂ , Z ₃ ) and the sections. This is an interval voltage generated around the T branch point from the relationship with the fault current (I ₁ , I ₂ , I ₃ ).

In these section faults (F ₁ , F ₂ , F ₃ ), the voltages (V ₁ , V ₂ , V ₃ ) and currents (I ₁ , I ₂ , I ₃ ) at the ends of the sections shown in the principle diagram of FIG. The relationship between the section impedance (Z ₁ , Z ₂ , Z ₃ ) and the failure point (k) is expressed by the following equations (16), (17), (18) The relational expression for obtaining the failure point interval ratio (D ₁ , D ₂ , D ₃ %) of each interval is established.

However, Z ₁ = Z _L , Z ₂ = αZ _L , Z ₃ = βZ _L ,
(E) Relational expression for obtaining the failure point interval ratio (D%) of the interval 1 failure (F ₁ ) V ₁ −V ₂ = V _L1 + V _L2 = (D ₁ %) (Z _L1 ) (I ₁ ) − (I -D ₁ %) (Z _L1 ) (I ₂ + I ₃ ) − (Z _L2 ) (I ₂ )
(D ₁ %) = ((V ₁ −V ₂ ) + (Z _L1 + Z _L2 )) (I ₂ ) + (Z _L1 ) (I ₃ )) / (Z _L1 ) (I ₁ + I ₂ + I ₃ )
(D ₁ %) = ((V ₁ −V ₂ ) / Z _L ) + (1 + α) (I ₂ ) + (I ₃ )) / (I ₁ + I ₂ + I ₃ ) (16)
(S) Relational expression for obtaining the failure point interval ratio (D ₂ %) of interval 2 failure (F ₂ ) V ₁ −V ₂ = V _L1 + V _L2 = (Z _L1 ) (I ₁ ) + (D ₂ %) ( Z _L2 ) (I ₁ + I ₃ ) − (1-D ₂ %) (Z _L2 ) (I ₂ )
(D ₂ %) = ((V ₁ −V ₂ ) + (Z _L2 )) (I ₂ ) − (Z _L1 ) (I ₁ )) / (Z _L2 ) (I ₁ + I ₂ + I ₃ )
(D ₂ %) = ((V ₁ −V ₂ ) / Z _L ) + α (I ₂ ) − (I ₁ )) / α (I ₁ + I ₂ + I ₃ ) (17)
(F) Relational expression for obtaining the failure point interval ratio (D ₃ %) of the interval 3 failure (F ₃ ) V ₁ −V ₃ = V _L1 + V _L3 = (Z _L1 ) (I ₁ ) + (D ₃ %) ( Z _L3 ) (I ₁ + I ₂ ) − (1-D ₃ %) (Z _L3 ) (I ₃ )
(D ₃ %) = ((V ₁ −V ₃ ) + (Z _L3 )) (I ₃ ) − (Z _L1 ) (I ₁ )) / (Z _L3 ) (I ₁ + I ₂ + I ₃ )
(D ₃ %) = ((V ₁ −V ₂ ) / Z _L ) + β (I ₃ ) − (I ₁ )) / β (I ₁ + I ₂ + I ₃ ) (18)
The relational expressions (16), (17), and (18) for determining the failure point interval ratio of each interval described above can accurately pinpoint the failure point in principle in the failure of the interval, while other interval failures In this case, an accurate failure point ratio cannot be obtained. A failure occurring in the T branch section occurs at a T branch point (center of the three sections) or somewhere in the three sections.

  However, in the third embodiment of the present invention, the values obtained from the relational expressions of the failure section ratios of the above equations (16), (17), and (18) are used, and the following (19) and (20) From the result, the failure section is determined by the following methods (4), (5), and (6), and the failure point section ratio obtained by the relational expression corresponding to the failure section is selected.

_{(ΣD%) = (D 2} %) + (D 3%) ...... (19)
(ΔD%) = (D ₂ %) − (D ₃ %) (20)
Judgment method (4) When D% ≤ k: Section 1 failure (select standard value of failure point section ratio (D ₁ %))
(5) When ΣD% ≧ k and ΔD% ≧ k: Section 2 failure (select standard value of failure point section ratio (D ₂ %))
(6) When ΣD% ≧ k and ΔD% ≦ k: Section 3 failure (select standard value of failure point section ratio (D ₂ %))
However, the value of k is an arbitrary value of 0 approximation. (It is 0 in principle)
FIG. 10 shows an example of the characteristic of the T-branch section difference voltage orientation according to the present invention described above.

  In FIG. 10, the horizontal axis of the graph is the failure point ratio for each of the sections 1, 2, and 3 in order, and the vertical axis is the value of the failure point location ratio obtained in (16), (17), and (18). .

Further, the graph legend symbols (F ₁ fault), (F ₂ fault), (F ₃ failure) are intended to respectively indicate a fault section determination result for failure period area in the upper graph legend symbols, the vertical axis numerical It doesn't matter.

The failure point interval ratio of section 1 failure (F ₁ ) determined by equation (16) is (D ₁ %) of the graph legend symbol, and the failure point interval ratio of interval 2 failure (F ₂ ) determined by equation (17) (D ₂ %), the failure point interval ratio of the section 3 failure (F ₃ ) obtained by the equation (18) is (D ₃ %).

The fault location in each section (D ₁ %, D ₂ %, D ₃ %) calculates the correct fault point ratio for the fault in the section, but cannot fault in other sections. I understand. Further, the failure section determination logic performed using the results of the above (19) and (20) accurately selects the failure section, and selects the orientation result (D%) of the orientation relational expression corresponding to the failure section. .

  Therefore, if the orientation principle according to the present invention for selecting a failure section and a failure section orientation value is used, it is possible to accurately locate a failure point occurring in the T-branch section region.

  Next, an application example of the principle formula by the differential voltage localization of the T branch section of the present invention in an actual circuit (multi-wire strip) will be described.

The actual feeder circuit in the T-branch 3 section is composed of a multi-wire circuit represented by a trolley, a feeder, a rail, and a protective wire PW as in FIG. 7, and the rail and the protective wire (PW) are equally spaced from each other. Each section is connected by a crossover. That is, similarly to the explanation in the principle diagram of the AT section differential voltage orientation in FIG. 6, the current feedback circuit impedances (Z ₁ , Z ₂ , Z ₃ ) of AT ₁ , AT ₂ , AT ₃ are also at the end of the T branch 3 section. Is the other line combined impedance (ΣZ ₁ , ΣZ ₂ , ΣZ ₃ ).

  As described above, the combined impedance changes in a complicated and various manner according to the system operation change, the feedback circuit to the outside of the section, and the failure type, and the fault current value and the shunt ratio at the end of the three sections also change in various ways. Regardless of how the shunt ratio and the combined impedance at the end of the three sections change, as a result, the fault current flows into the section, so that the orientation principle of the present invention shown in FIG. 9 can be applied.

  However, since the fault current of the actual circuit flowing into the fault section flows into the fault point from the trolley line, feeder line, or both lines, the trolley line current at the end of the three sections, the feeder line current, and the fault point section distance It is necessary to obtain a relational expression with a failure point ratio as a function of the difference voltage at the end of the three sections generated in a proportional relationship.

The following section (7), (8), (9) shows the section impedance relational expressions of the sections 1, 2, 3 in the actual circuit. In the third embodiment of the present invention, these relational expressions (s), ( The failure point interval ratios (D ₁ , D ₂ , D ₃ %) are determined using the formulas (21), (22), and (23) established by expanding (C) and (S).

(7) Z _L1 = (Z _T1 + Z _F1 ), Z _L2 = (Z _T2 + Z _F2 ), Z _L3 = (Z _T3 + Z _F3 )
(8) Z _F1 = (τ ₁ ) Z _T1 , Z _F2 = (τ ₂ ) Z _T2 , Z _F3 = (τ ₃ ) Z _T3
(9) Z _L1 = (1 + τ ₁ ) Z _T1 , Z _L2 = α (1 + τ ₂ ) Z _T1 , Z _L3 = β (1 + τ ₃ ) Z _T1
However, Z _T : Trolley line impedance, Z _F : Feeder line impedance,
τ: impedance ratio of feeder line to trolley line, 1, 2, 3: each section section α: distance ratio between section 1 and section 2, β: distance ratio between section 1 and section 2 The section impedances are evenly distributed, and the impedance ratios τ ₁ , τ ₁₂ , τ ₃ of the feeder lines to the trolley lines in each section are the same (τ ₁ = τ ₂ = τ ₃ = τ).

(S) Relational expression for determining the failure point interval ratio (D ₁ %) of the interval 1 failure (F ₁ ) in the actual circuit V ₁ −V ₂ = V _L1 + V _L2 = (D ₁ %) (Z _L1 ) (I ₁ )-(1-D ₁ %) (Z _L1 ) (I ₂ + I ₃ )-(Z _L2 ) (I ₂ )
= (D ₁ %) (Z _T1 ) (I _T1 + (τ ₁ ) I _F1 ) − (1-D ₁ %) (Z _T1 ) (I _T2 + (τ ₂ ) I _F2 + I _T3
+ (Τ ₃ ) I _F3 ) −α (Z _T1 ) (I _T2 + (τ ₂ ) I _F2 )
(D ₁ %) = ((V ₁ −V ₂ ) / Z _T1 + (1 + α) (I _T2 + τ (I _F2 ) + I _T3 + τ (I _F3 )) / ((I _T1 + I _T2 + I _T3 )
+ Τ (I _F1 + I _F2 + I _F3 ) (21)
(C) Relational expression for obtaining the failure point interval ratio (D ₂ %) of the interval 2 failure (F ₂ ) in the actual circuit V ₁ −V ₂ = V _L1 + V _L2 = (Z _L1 ) (I ₁ ) + (D ₂ %) (Z _L2 ) (I ₁ + I ₃ ) − (1-D ₂ %) (Z _L2 ) (I ₂ )
(D ₂ %) = ((V ₁ −V ₂ ) / Z _T1 + α (I _T2 −I _T1 + τ (I _F2 −I _F1 )) / α ((I _T1 + I _T2 + I _T3 )
+ Τ ( _IF1 + _IF2 + _IF3 ) (22)
(E) Relational expression for obtaining the failure point interval ratio (D ₃ %) of the interval 3 failure (F ₃ ) in the actual circuit V ₁ −V ₃ = V _L1 + V _L3 = (Z _L1 ) (I ₁ ) + (D ₃ %) (Z _L3 ) (I ₁ + I ₂ ) − (1-D ₃ %) (Z _L3 ) (I ₃ )
(D ₃ %) = ((V ₁ −V ₂ ) / Z _T1 + β (I _T3 −I _T1 + τ (I _F3 −I _F1 )) / β ((I _T1 + I _T2 + I _T3 )
+ Τ (I _F1 + I _F2 + I _F3 )) …… (23)
Thus, also in 3rd Embodiment, the effect similar to 2nd Embodiment can be acquired.

  Next, as a fourth embodiment of the fault location apparatus according to the present invention, an application example of the principle formula for different line type section AT sections having different line impedance sections in the same AT section will be described.

  In the actual feeder circuit, the same AT section is often coupled with different impedance lines depending on the location of the railway line configuration such as mountains, valleys, rivers, and surrounding conditions.

  FIG. 11 shows the coupling of the line type section 1 (tunnel) and the line type section 2 as an example of the AT section coupled by such different impedance lines, and FIG. 12 shows the impedance ratio (line type section 1: 1: This shows the orientation principle characteristics of the present invention determined from the line type division 2 = 1: 2) and the distance ratio (line type division 1: line type division 2 = 13: 7).

In FIG. 11, the line type section 1 (d1) section is a trolley Z _T1 , a feeder Z _F1 , a rail Z _R1 (in this figure, the connection is omitted with a crossover for each equal distance section between the rail and the protection line (PW), The line type section 2 (d2) section is composed of a multi-wire circuit represented by a trolley Z _T2 , a feeder Z _F2 , and a rail Z _R2 . The That is, when the same AT section is coupled with different impedances and distances, the linear proportional relationship between the fault point distance ratio (D%) from the AT section reference end to the fault point and the impedance ratio (Z _F ) is lost.

That is, as shown in FIG. 12, the failure point distance ratio (Z _F ) is a proportional straight line, whereas the impedance ratio (Z _F ) changes the slope of the straight line with the connection point of the line type section as a node. Accordingly, a calculation error based on the assumption that the AT section impedance is evenly distributed over the entire section results in an orientation error.

In view of this, the method according to the present invention is obtained by a standardized expression using the equations (24) and (25) on the premise of a failure occurring in each of the line types (d1, d2). The line type classification of failure occurrence is selected from the orientation values (d ₁ %, d ₂ %), and the failure point distance ratio (D%) with respect to the entire section distance is obtained from the orientation result of the selected line type classification.

V ₁ −V ₂ = (d ₁ %) ((I _T1 ) (Z _T1 ) + (I _F1 ) (Z _F1 )) − (I _T2 ) (1−d ₁ %) (Z _T1 ) + Z _T2 ) − (I _F2 ) ((1-d ₁ %) (Z _F1 ) + Z _F2 )
∴d ₁ % = ((V ₁ −V ₂ ) / Z _T1 + (1 + ε) (I _T2 + (τ) I _F2 )) / (I _T1 + I _T2 )
+ (Τ) (I _F1 + I _F2 ) …… (24)
V ₁ −V ₂ = (I _T1 ) (Z _T1 ) + (I _F1 ) (Z _F1 ) + (d ₂ %) ((I _T1 ) (Z _T2 ) + (I _F1 ) (Z _F2 ))
-(1-d ₂ %) (((I _T2 ) (Z _T2 ) + (I _F2 ) (Z _F2 ))
∴d ₂ % = ((V ₁ −V ₂ ) / Z _T1 + (ε) (I _T2 + (τ) I _F2 ))
-(1 / ε) (I _T1 + (τ) I _F1 )) / (ε) ((I _T1 + I _T2 ) + (τ) (I _F1 + I _F2 )) (25)
However, the impedance of each section is equally distributed,
ε: Section distance ratio (based on tunnel section)
τ: Feeder line impedance ratio (trolley line reference)
From the values obtained in (25) and (26), the line type classification of the failure occurrence is selected as follows.
Logic for screening line type category 1 failure d ₁ % ≤ 1, or d ₂ % ≤ 0, or d ₁ % x d ₂ % ≤ 0
Next, calculate the failure point distance ratio (D%) using equation (26) when the failure occurrence category is line type category 1 and when it is not line type category 1 (= line type category 2). To do.
[Line type category 1 failure]
D% = (d ₁ %) ((d ₁ ) / (d ₁ + d ₂ ))) (26)
[Line type category 2 failure]
D% = ((d ₂ %) (d ₂ ) + (d ₁ )) / (d ₁ + d ₂ ))) (27)
As described above, in the fourth embodiment, in the section divided by the different line types (different line impedances), which has been difficult in the conventional method, the difference voltage generated by the proportional relationship between the line type impedance and the passing current and the section passing Calculate the failure point distance ratio of the line type segment using the fault relative to the fault type that occurs on the line type segment, and the fault occurrence line type from the calculated fault point distance ratio of the line type segment. Since the fault location values of the categories are selected, it is possible to identify the fault location (AT premises, up line, down line) and fault point location of TF short-circuit faults, and with a stable accuracy against system changes Can be standardized.

  Next, as a fifth embodiment of the failure point evaluation apparatus according to the present invention, a method for calculating and correcting the impedance constant of the AT section will be described.

  The above-described AT section differential voltage standardization method (a method of obtaining a section distance ratio of fault points as a function of a section end difference voltage, a section end passing current, and a section impedance impedance constant determined to be a known number) is a section impedance determined as a known number. The mismatch rate between the constant and actual circuit impedance value affects the fault location error.

  The standard value of the differential voltage standardization method consists of the differential voltage component generated at the end of the section and the section passing current ratio, and the mismatch rate of the impedance constant determined as a known number causes an error in the difference voltage, but the section passing current ratio Although the orientation error rate is reduced compared to the constant mismatch rate, the constant value determined as a known number is close to the actual circuit value, and the orientation error generated from the impedance mismatch rate is negligible. Becomes important.

  On the other hand, the feeder circuit is composed of other wires. For this reason, the current feedback line mutual impedance is not constant due to the current feedback branch according to the failure type.

  Therefore, it is difficult to match the constant value obtained from the desk calculation with the actual circuit value. That is, an ideal value can be obtained if the section impedance constant determined as the known number is obtained from the differential voltage of the AT section in the actual circuit and the AT section passing current.

FIG. 13 is a diagram illustrating the principle of impedance calculation in an AT section, which is replaced with an arbitrary AT section in an actual circuit. End winding transformers AT ₁ and AT ₂ are connected to both ends of the section trolley line and feeder line, and section end voltages V ₁ and V ₂ are generated. The failure point occurs at an arbitrary section distance ratio (D%) point from the reference end.

End winding transformers AT ₁ and AT ₂ at both ends of the section are coupled with section impedances according to the section distance, and the impedance from the failure point (D%) of each of the trolley and feeder line to the reference end and the non-reference end is ( D% Z _T), a ((1-D%) Z T), (D% Z F), ((1-D%) Z F).

Fault currents I _T1 , I _T2 , I _F1 , and I _F2 flow through the trolley line and feeder line at the end of each section. In the above-described relationship of FIG. 13, the principle formula (28) is established.

V ₁ −V ₂ = (V _T1 + V _F1 ) − (V _T2 + V _F2 )
= (D%) ((I _T1 ) (Z _T ) + (I _F1 ) (Z _F )) − (1−D%) ((I _T2 ) (Z _T ) + (I _F2 ) (Z _F ))
= ((D%) (I T1 + I T2) - (I T2)) (Z T) + ((D%) (I F1 + I F2) - (I F2)) (Z F)
ΔV = A (Z _T ) + B (Z _F ) (28)
However, ΔV = V ₁ −V ₂ , A = ((D%) (I _T1 + I _T2 ) − (I _T2 )),
B = ((D%) (I _F1 + I _F2 ) − (I _F2 ))
In the above equation (28), the failure point (D%) is a known number, and the voltage (V ₁ , V ₂ ) and current (I _T1 , I _T2 , I _F1 , I _F2 ) at both ends of the AT section are measured. The section impedance (Z _T , Z _F ) is obtained from the value. Assuming that the failure point ratio of the two sets of measured values is (D%) and (D% ^m ), the impedance calculation principle of the relational expressions (10), (11) to (29), (30) based on the respective measured values The formula holds.

(10) ΔV = A (Z _T ) + B (Z _F )
(11) ΔV ^m = A ^m (Z _T ) + B ^m (Z _F )
Z _T = ((ΔV) (B ^m ) − (ΔV ^m ) (B)) / ((A) (B ^m ) − (A ^m ) (B)) (29)
Z _F = ((ΔV ((A ^m ) − (ΔV ^m ) (A)) / ((A ^m ) (B) − (A) (B ^m )) (30)
However, the section of the actual circuit is obtained by using the above-described equations (29) and (30) from the actual measurement value of the artificial fault test in the AT section and the past fault record information actually generated, where the section ratio of the fault point is clear. If the impedance is obtained and the obtained value is used as a predetermined section impedance constant in the differential voltage orientation of the present invention, more accurate fault location can be achieved.

  As described above, in the fifth embodiment, the differential voltage locating method for the AT section is the difference voltage at the end of the section, the passing current at the end of the section, and the section impedance impedance constant determined as a known number. Since it is obtained from the passing current, an ideal value can be easily obtained.

1 is a system configuration diagram of an AC AT feeder circuit to which a fault locating device according to the present invention is applied. FIG. The processing block diagram of the section inflow current ratio orientation in 1st Embodiment of the failure point location apparatus by this invention. In the embodiment, shows the current distribution of AT boundary points of failure interval ends when the trolley-rail short circuit fault AT _n sections. The figure for demonstrating an example of the synthetic | combination current ratio standardization of both ends of a failure area in the embodiment. The figure for demonstrating the selection example of the both ends of the failure area in difference voltage orientation as 2nd Embodiment of the failure point location apparatus by this invention. The figure for demonstrating the principle of AT area difference voltage orientation in the embodiment. The figure which shows the state of the voltage and electric current of the fault area in a real system. The characteristic view which shows the relationship between the section distance ratio of a failure point distance, and a section impedance ratio in the embodiment. The figure for demonstrating the differential voltage orientation principle of T branch AT section as 3rd Embodiment of the failure point location apparatus by this invention. The figure which shows the example of a characteristic of T branch section difference voltage orientation in the embodiment. The system block diagram for demonstrating the difference voltage orientation of different line | wire type division | segmentation AT area as 4th Embodiment of the failure point location apparatus by this invention. The differential voltage orientation characteristic view of the different line type section AT section in the same embodiment. The impedance calculation principle figure of AT area for demonstrating 5th Embodiment of the fault location apparatus by this invention. The system | strain block diagram which shows the AT feeder circuit in the conventional alternating current electric railway. The principle diagram of an AC AT feeder circuit. The impedance characteristic diagram of an AC AT feeder circuit. The figure for demonstrating the general failure current distribution of a TR short circuit fault in an alternating current AT feeder circuit. The equivalent circuit diagram for demonstrating the AT siphoning principle of fault current. The system block diagram which applied the conventional fault location system. The processing block diagram of the conventional fault location apparatus. Explanatory drawing of the sample amount information in the conventional fault point location apparatus. The characteristic view for demonstrating the conventional fault point location principle.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Failure point location apparatus, 1a ... Sample quantity measuring device communication means, 1b ... Group area information acquisition means, 1c ... Failure area information selection means, 1d ... Failure point area ratio orientation means, 1e ... Failure point distance calculation means, 2. Electricity information measuring device

Claims (5)

Specimens that are arranged at both ends of a plurality of AT sections, each having a single-turn transformer AT as a boundary, arranged for each arbitrary distance section of an AC AT feeder circuit, and that acquire electrical quantities at each end and measure them as sample quantity information In the fault location device for AC AT feeder circuit that receives the sample amount information transmitted via the communication means from the quantity measuring device and performs fault detection and fault location of the AT section,
Class section orientation information acquisition means for classifying and storing AT sections of the same power supply group from the sample quantity information measured by each sample quantity measuring device, and selecting and storing the sample quantity information of the group in which the failure occurred,
The failure relevant section information selection means for selecting and storing the orientation information at both ends of the failure section necessary for the failure point section relative orientation from the orientation information of the failure relevant group selected and stored by the section group orientation information means,
A failure point interval ratio locating means for calculating a failure point interval ratio based on the sample amount information of both ends of the failure selected by the failure relevant interval information selection means;
A failure point distance calculating means for calculating an absolute distance length from the starting point of the train line to the failure point based on the failure interval ratio obtained by the failure point interval ratio locating means;
A fault locating device for an AC AT feeder circuit, characterized by comprising: The fault point locating device for an AC AT feeder circuit according to claim 1, wherein the fault point section ratio locating means includes a voltage difference between both ends, a section end passing current and a section of a trolley wire and a feeder line from the orientation information of both ends of the fault concerned section. A fault point locating device for an AC AT feeder circuit, which calculates an inflow current and obtains a section distance ratio between fault points using a predetermined relational expression and a constant based on the calculation results. . The fault point locating device for an AC AT feeder circuit according to claim 1, wherein the fault point section ratio locating means is based on the orientation information of each end of the T-branch three-terminal section, and both-end differential voltages and trolley wires of the three terminals. The feeder line section end passing current and the T branch section inflow current are respectively calculated, and the relational expression corresponding to the three terminals of the T branch determined in advance based on these calculation results and the T branch point as a boundary. The failure point interval distance ratio between the three terminals is calculated using the constants of each of the three intervals, and the failure occurrence interval in the three intervals with the T branch point as a boundary is detected from the failure point interval distance ratio between these three terminals. A fault point locating device for an AT feeder circuit, characterized in that a fault point section distance ratio of the detected fault occurrence section is used as a standard value. In the failure point locating device for an AT feeder circuit according to claim 2 or claim 3,
The failure point interval ratio locating means includes a relational expression and a line type based on a premise of a failure that occurs in an AT interval coupled with lines (line types) having different impedances on a predetermined line type for each line type. The failure point interval distance ratio is calculated using the division constant, the failure type line type division is detected from the failure point interval distance ratio for each line type division, and the failure point interval distance of the detected line type division is detected. A fault point locating device for an AT feeder circuit, characterized in that the ratio is a standard value. In the failure point locating device for an AT feeder circuit according to any one of claims 2 to 4,
The failure point interval ratio locating means is determined from a predetermined relational expression as a known number of failure point interval ratios, from fault orientation information of an artificial fault test performed in an actual circuit, or past failure orientation information in an actual circuit, A failure point locating device for an AT feeder circuit, characterized in that the value is determined as a section impedance constant.

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