CN109239537B - Train and insulation detection system of train - Google Patents
Train and insulation detection system of train Download PDFInfo
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- CN109239537B CN109239537B CN201710557921.1A CN201710557921A CN109239537B CN 109239537 B CN109239537 B CN 109239537B CN 201710557921 A CN201710557921 A CN 201710557921A CN 109239537 B CN109239537 B CN 109239537B
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- 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
- G01R31/12—Testing dielectric strength or breakdown voltage ; Testing or monitoring effectiveness or level of insulation, e.g. of a cable or of an apparatus, for example using partial discharge measurements; Electrostatic testing
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Abstract
The invention discloses a train and an insulation detection system of the train, wherein the train is powered by a power grid, the power grid comprises a positive bus and a negative bus of the power grid, the train comprises a plurality of carriages, and each carriage comprises: the carriage positive bus is connected with the power grid positive bus; the carriage negative bus is connected with the power grid negative bus; a battery; the battery is connected with the carriage positive bus and the carriage negative bus through the bidirectional isolation DC/DC module; the first current sensor is connected between the carriage positive bus and the carriage negative bus; a load connected to the first current sensor; the fault locating device is connected between the carriage positive bus and the carriage negative bus and used for respectively communicating the passages of the carriage positive bus and the carriage negative bus with the load so as to carry out negative insulation detection and positive insulation detection on the load, therefore, the position where insulation fault occurs can be accurately determined, such as a specific load, and the safety of a train is improved.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to an insulation detection system of a train and the train with the same.
Background
With the development of the times, most trains adopt electric energy as power, for example, a train power supply device can convert a power supply of a power grid into about 860-volt alternating current, then convert the alternating current into 600-volt direct current and supply the direct current to the train, or can supply electricity to the train from 1500-volt or 750-volt direct current power grids. Therefore, most trains run under the power supply of high voltage electricity, and insulation detection is needed after the trains run in order to ensure the personal safety of equipment and passengers on the trains.
In the related art, a current sensor is arranged at a grounding point of a train power supply device to judge whether an insulation fault occurs. However, the problems in the related art are that the insulation condition of the electric system of the whole vehicle cannot be timely and accurately detected, the position of the insulation fault cannot be judged, and the fault compartment is difficult to separate.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the art described above. Therefore, an object of the present invention is to provide an insulation detection system for a train, which can detect an insulation fault in time and accurately determine a position where the insulation fault occurs.
A second object of the invention is to propose a train.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides an insulation detection system for a train, where the train is powered by a power grid, the power grid includes a positive power grid bus and a negative power grid bus, the train includes a plurality of cars, and each car includes: the carriage positive bus is connected with the power grid positive bus; the carriage negative bus is connected with the power grid negative bus; a battery; the battery is connected with the carriage positive bus and the carriage negative bus through the bidirectional isolation DC/DC module; the first current sensor is connected between the carriage positive bus and the carriage negative bus; a load connected to the first current sensor; and the fault positioning device is connected between the carriage positive bus and the carriage negative bus and is used for respectively communicating the passages of the carriage positive bus, the carriage negative bus and the load so as to carry out negative insulation detection and positive insulation detection on the load.
According to the insulation detection system of the train, provided by the embodiment of the invention, the battery is connected with the carriage positive bus and the carriage negative bus through the bidirectional isolation DC/DC module, the first current sensor is connected between the carriage positive bus and the carriage negative bus, the load is connected with the first current sensor, the fault positioning device is connected between the carriage positive bus and the carriage negative bus, and the fault positioning device is respectively communicated with the passages of the carriage positive bus and the carriage negative bus and the load so as to carry out negative insulation detection and positive insulation detection on the load. Therefore, the position of the insulation fault, such as a specific carriage and a specific load, can be accurately determined through the first current sensor and the fault positioning device, the personal safety of equipment and passengers on the train is ensured, and the reliability and the safety of train power supply are improved.
In order to achieve the above purpose, a second embodiment of the invention provides a train, which includes the insulation detection system.
According to the train provided by the embodiment of the invention, the position of the insulation fault, such as a specific carriage and a specific load, can be accurately determined, and the reliability and the safety of train power supply are improved.
Drawings
Fig. 1 is a schematic structural view of an insulation detection system of a train according to an embodiment of the present invention;
fig. 2 is a schematic view of the structure of each car in the insulation detection system of the train according to one embodiment of the present invention;
fig. 3 is a schematic circuit diagram of a fault locating device in an insulation detection system of a train according to an embodiment of the present invention, in which negative insulation detection is performed on a load;
fig. 4 is a schematic circuit diagram of a fault locating device in an insulation detection system of a train according to an embodiment of the present invention, in which positive insulation detection is performed on a load;
fig. 5 is a schematic view of the structure of each car in the insulation detection system of the train according to another embodiment of the present invention;
fig. 6 is a schematic circuit diagram of a car insulation detecting device in the insulation detecting system of a train according to an embodiment of the present invention;
fig. 7 is a schematic circuit diagram of a car insulation detecting device in the insulation detecting system of a train according to another embodiment of the present invention; and
fig. 8 is a schematic structural diagram of an insulation detection system of a train according to another embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
An insulation detecting system for a train and a train having the same according to an embodiment of the present invention will be described with reference to the accompanying drawings. It should be noted that in some embodiments of the present invention, the train uses the hull as a ground reference point, in other words, there is no conductor connection between the ground wire of the train and the ground, which uses the suspended "ground", i.e., the hull, as the ground reference point, for example, the train uses rubber tires, and the hull is insulated from the ground, so that the whole train uses a floating ground system.
According to the embodiment of fig. 1-2, the train may be powered by a power grid including a positive grid bus L1 and a negative grid bus L2, and may include a plurality of cars 10. According to an embodiment of the present invention, the insulation detection system may perform insulation detection on the train and each car 10 of the train, etc. to determine whether an insulation fault occurs, and after determining that the insulation fault occurs, the insulation fault is located by the fault location device of each car 10, so that the insulation fault can be detected in time, and the location where the insulation fault occurs, such as a specific car and a specific load, can be accurately determined, thereby ensuring personal safety of equipment and passengers on the train, and improving reliability and safety of train power supply.
Specifically, according to the embodiment of fig. 1-2, each car 10 of the train may be connected to a positive grid bus L1 and a negative grid bus L2 of the power grid, such that the grid supplies power to each car 10 of the entire train. Each car 10 may include: a car positive bus M1, a car negative bus M2, a first current sensor 110, a load 120, a fault locating device 130, a battery 140, and a bi-directional isolation DC/DC module 150.
As shown in fig. 1-2, the compartment positive bus M1 is connected with the grid positive bus L1; and the compartment negative bus L2 is connected with the grid negative bus L2. Specifically, according to an embodiment of the present invention, as shown in fig. 2, the cabin positive bus M1 may be connected to the grid positive bus L1 through a sixth switch K6, and the cabin negative bus L2 may be connected to the grid negative bus L2 through a seventh switch K7, wherein when the sixth switch K6 and the seventh switch K7 are both turned on, the electric power of the grid is transmitted to the cabin positive bus M1 and the cabin negative bus M2, so that the grid supplies the power to the cabin 10; when the sixth switch K6 and the seventh switch K7 are both turned off, the electric power of the grid stops being transmitted to the cabin positive bus M1 and the cabin negative bus M2, so that the grid stops supplying power to the cabin 10.
As shown in fig. 2, the battery is connected to the cabin positive bus M1 and the cabin negative bus M2 through a bidirectional isolation DC/DC module 140. Specifically, the bidirectional isolation DC/DC module 150 may convert the first direct current between the cabin positive bus M1 and the cabin negative bus M2 to a second direct current to supply the second direct current to the battery 140, and the bidirectional isolation DC/DC module 150 may convert the second direct current of the battery 140 to a first direct current to supply the first direct current to the cabin positive bus M1 and the cabin negative bus M2.
As shown in fig. 1-2, the first current sensor 110 is connected between the cabin positive bus M1 and the cabin negative bus M2; the load 120 is connected to the first current sensor 110. Specifically, as shown in fig. 2, the positive and negative poles of the load 120 may be connected to the cabin positive bus M1 and the cabin negative bus M2, respectively, so that the power grid supplies power to the load 120 of each cabin 10 through the cabin positive bus M1 and the cabin negative bus M2, the first current sensor 110 may be disposed at the positive and negative poles of the load 120, i.e., at the inlet of the load 120, and the first current sensor 110 may measure the difference between the positive and negative pole currents of the load 120.
It should be noted that the load 120 in each car 10 is not limited to one, and may be a plurality of loads, and accordingly, the first current sensor 110 in each car 10 is not limited to one, and may be a plurality of loads. When the first current sensor 110 and the load 120 are plural, each of the first current sensors 110 is connected between the cabin positive bus M1 and the cabin negative bus M2, and each of the loads 120 is connected to the corresponding first current sensor 110. That is, a plurality of loads 120 may be connected in parallel to the cabin positive bus bar M1 and the cabin negative bus bar M2, and each first current sensor 110 may be disposed at an inlet of the corresponding load 120 to detect a difference between the positive current and the negative current of the corresponding load 120. It should be further noted that, in the embodiment of the present invention, the connection manner and the operation principle for each load 120 in the car 10 are substantially the same, and the connection manner, the operation principle, and the like of the loads 120 in the following embodiment are applied to each load of the car 10.
As shown in fig. 1-2, a fault location device 130 is connected between the cabin positive bus M1 and the cabin negative bus M2, and the fault location device 130 is used for respectively communicating the cabin positive bus M1 and the cabin negative bus M2 with the load 120 to perform negative insulation detection and positive insulation detection on the load 120.
Specifically, the fault locating device 130 may switch on the paths of the cabin positive bus M1 and the cabin negative bus M2 with the load 120 in a first preset manner to perform negative insulation detection on the load 120, and may switch on the paths of the cabin positive bus M1 and the cabin negative bus M2 with the load 120 in a second preset manner to perform positive insulation detection on the load 120. More specifically, when the paths of the cabin positive bus M1 and the cabin negative bus M2 and the load 120 are turned on in a first preset manner, the difference between the positive current and the negative current of the load 120 may be measured by the first current sensor 110, and when the difference between the positive current and the negative current of the load 120 is greater than a preset current threshold, it is determined that the negative of the load 120 leaks electricity, and a negative insulation fault occurs. Similarly, when the paths of the car positive bus M1 and the car negative bus M2 and the load 120 are connected in the second preset manner, the difference between the positive current and the negative current of the load 120 may be measured by the first current sensor 110, and when the difference between the positive current and the negative current of the load 120 is greater than the preset current threshold, it is determined that the positive leakage of the load 120 occurs, and a positive insulation fault occurs.
Therefore, the fault location can be carried out through the current value detected by the first current sensor 110 and the fault location device, the specific compartment and the specific load with the insulation fault can be accurately determined, the compartment with the fault can be conveniently separated, the maintenance is convenient, the equipment on the train and the personal safety of passengers can be ensured, and the reliability and the safety of train power supply are improved.
The structure and principle of the fault locating device 130 will be described in detail below with reference to the embodiments of fig. 3 and 4.
According to an embodiment of the present invention, as shown in fig. 3 and fig. 4, the fault location device 130 specifically includes: the circuit comprises a first resistor R1, a first switch K1, a second resistor R2, a second switch K2 and a controller 131.
The first resistor R1 is connected with the carriage positive bus M1; the first switch K1 is connected with the vehicle shell; the second resistor R2 is connected with a negative bus M2 of the compartment; the second switch K2 is connected to the vehicle body shell. Also, a first resistor R1 may be connected in series with the first switch K1, and a second resistor R2 may be connected in series with the second switch K2. That is, one end of the first resistor R1 is connected to the cabin positive bus M1, one end of the first switch K1 is connected to the other end of the first resistor R1, and the other end of the first switch K1 is connected to the hull ground; one end of a second resistor R2 is connected with a compartment positive bus M1, one end of a second switch K2 is connected with the other end of the second resistor R2, and the other end of the second switch K2 is connected with a vehicle shell ground. The shell is a shell of the train, and the shell of the train is used as a reference grounding point.
The controller 131 is used to control the first switch K1 and the second switch K2. Specifically, when the train does not perform insulation detection, the controller 131 controls both the first switch K1 and the second switch K2 to be open; when the train performs insulation detection, the controller 131 controls the first switch K1 to be closed and controls the second switch K2 to be opened, and performs negative insulation detection on the load 120 through the current value detected by the first current sensor 110, and controls the second switch K2 to be closed and controls the first switch K1 to be opened, and performs positive insulation detection on the load 120 through the current value detected by the first current sensor 110.
Specifically, as shown in fig. 3, the first equivalent resistor R31 may be an equivalent insulation resistance of the negative electrode of the load 120 to the vehicle-body ground, as shown in fig. 4, the second equivalent resistor R32 may be an equivalent insulation resistance of the positive electrode of the load 120 to the vehicle-body ground, and when the resistance value of the first equivalent resistor R31 or the second equivalent resistor R32 is smaller than a preset resistance value, the insulation detection system may determine that an insulation fault occurs.
In a default state, that is, when no insulation fault occurs and the fault locating device 130 does not perform insulation detection, the controller 131 controls both the first switch K1 and the second switch K2 to be opened. When an insulation fault occurs, the insulation detection system can generate a fault alarm signal and notify the fault locating device 130, the fault locating device 130 carries out fault locating after receiving alarm information, the controller 131 can control the first switch K1 to be closed and the second switch K2 to be opened, negative insulation detection is carried out on the load 120 through the current value detected by the first current sensor 110, then the second switch K2 is controlled to be closed and the first switch K1 is opened, and positive insulation detection is carried out on the load 120 through the current value detected by the first current sensor 110. Of course, the positive insulation detection may be performed first, and then the negative insulation detection may be performed.
More specifically, as shown in fig. 3, when the first switch K1 is closed and the second switch K2 is opened, the cabin positive bus M1, the first resistor R1, the first switch K1, the hull ground, the first equivalent resistor R31, the load 120 and the cabin negative bus M2 form a loop, so that a current may be generated in the direction of the arrow in fig. 3 to flow through the first current sensor 110 corresponding to the load 120, and when the current value detected by the first current sensor 110 is greater than the preset current threshold value, the controller 131 determines that the negative electrode of the load 120 leaks, that is, the negative electrode of the load 120 has a negative electrode insulation fault.
Similarly, as shown in fig. 4, when the second switch K2 is closed and the first switch K1 is opened, the cabin positive bus M1, the load 120, the second equivalent resistor R32, the hull ground, the second switch K2, the second resistor R2 and the cabin negative bus M2 form a loop, so that a current can be generated in the direction of the arrow in fig. 4 and flows through the first current sensor 110 corresponding to the load 120, and when the current value detected by the first current sensor 110 is greater than the preset current threshold value, the controller 131 determines that the positive leakage of the load 120 occurs, that is, the negative insulation fault occurs in the load 120.
Therefore, the specific load with the insulation fault can be determined by the current value detected by the first current sensor 110, the maintenance is convenient, and the reliability and the safety of train power supply are improved.
Further, according to an embodiment of the present invention, as shown in fig. 5, the cabin 10 further includes: a second current sensor 160. Wherein the second current sensor 160 is connectable between the car positive bus M1, the car negative bus M2, and the bidirectional isolation DC/DC module 150, wherein the controller 131 performs negative insulation detection on the battery 140 through the current value detected by the second current sensor 160 when controlling the first switch K1 to be closed and controlling the second switch K2 to be opened, and performs positive insulation detection on the battery 140 through the current value detected by the second current sensor 160 when controlling the second switch K2 to be closed and controlling the first switch K1 to be opened.
That is, each car 10 may include a grid side and a battery side with a bi-directional isolation DC/DC module 150 therebetween, the grid side having a fault locating device 130 and loads 120 mounted thereto, and an inlet of each load 120 having a first current sensor 110 mounted thereto. Moreover, since the battery side has no branch, the fault positioning device does not need to be installed on the battery side separately, and the fault positioning device is installed on the power grid side.
Thus, in an embodiment of the present invention, the second current sensor 160 is connected between the cabin positive bus M1, the cabin negative bus M2, and the bi-directional isolation DC/DC module 150. That is, the second current sensor 160 may be installed before the bidirectional isolation DC/DC module 150, and the fault locating device 130 may perform fault locating on the battery 140 through the second current sensor 160, that is, perform negative insulation detection on the battery 140 and perform positive insulation detection on the battery 140.
It should be understood that the negative insulation detection and the positive insulation detection of the battery 140 by the current value detected by the second current sensor 160 are substantially the same as the negative insulation detection and the positive insulation detection of the load 120 by the current value detected by the first current sensor 110 in the embodiment of fig. 3 and 4, and are not described in detail again.
Therefore, the fault locating device can determine whether the battery 140 has an insulation fault or not through the current value detected by the second current sensor 160, so that the maintenance is convenient, and the reliability and the safety of train power supply are improved.
The insulation detection mode of the insulation detection system is described in detail below with reference to fig. 5-7.
According to one embodiment of the present invention, as shown in fig. 5, the vehicle compartment 10 further includes: and the first compartment insulation detection device 170, the first compartment insulation detection device 170 is connected between the compartment positive bus M1 and the compartment negative bus M2, and the first compartment insulation detection device 170 is used for detecting the insulation between the compartment positive bus M1 and the compartment negative bus M2. That is, the first car insulation detection device 170 is used to perform insulation detection on the car positive bus M1 and the car negative bus M2. In other words, the first train insulation detection device 170 is used to detect the insulation of the grid side of the vehicle 10.
Specifically, according to the embodiment of fig. 6, the first car insulation detecting device 170 may include: a third resistor R3, a third switch K3, a fourth resistor R4, a fourth switch K4, a first voltage detector 171, a second voltage detector 172, and a third voltage detector 173.
The third resistor R3 and the third switch K3 are connected in series, and the third resistor R3 and the third switch K3 which are connected in series are connected between the compartment positive bus M1 and the shell ground; the fourth resistor R4 and the fourth switch K4 are connected in series, and the fourth resistor R4 and the fourth switch K4 which are connected in series are connected between the negative bus M2 of the compartment and the ground of the shell; the first voltage detector 171 is connected in parallel to two ends of the third resistor R3, and the first voltage detector 171 is configured to detect a voltage of the third resistor R3 to generate a first voltage V1; the second voltage detector 172 is connected in parallel to two ends of the fourth resistor R4, and the second voltage detector 172 is configured to detect a voltage of the fourth resistor R4 to generate a second voltage V2; the third voltage detector 173 is configured to detect a voltage between the cabin positive bus M1 and the cabin negative bus M2 to generate a third voltage V3.
Further, according to an embodiment of the present invention, the insulation resistance of the compartment positive bus M1 and the insulation resistance of the compartment negative bus M2 may be generated from the resistance value of the third resistor R3, the resistance value of the fourth resistor R4, the first voltage V1, the second voltage V2, and the third voltage V3.
Specifically, as shown in fig. 6, the insulation resistance of the cabin positive electrode bus M1 with respect to the hull ground is R33, and the insulation resistance of the cabin negative electrode bus M2 with respect to the hull ground is R34. In the embodiment of fig. 6, the first car insulation detection device 170 performs insulation detection by the bridge method, wherein the third resistor R3 and the fourth resistor R4 are bridge-arm resistors, and the third switch K3 and the fourth switch K4 are bridge-arm switches. When the insulation detection is performed, the first car insulation detection device 170 may control the third switch K3 to be closed and the fourth switch K4 to be turned off, detect the voltage of the third resistor R3 by the first voltage detector 171 to generate the first voltage V1, and control the fourth switch K4 to be closed and the third switch K3 to be turned off, detect the voltage of the fourth switch K4 by the second voltage detector 172 to generate the second voltage V2, and detect the voltage between the car positive bus M1 and the car negative bus M2 by the third voltage detector 173 to generate the third voltage V3.
As can be seen from fig. 6, the first voltage V1 satisfies the following formula:
the second voltage V2 satisfies the following equation:
wherein, R3 is the resistance of the third resistor R3, and R4 is the resistance of the fourth resistor R4. Assuming that the resistance value of the third resistor R3 and the resistance value of the fourth resistor R4 are both equal to R, i.e., R3 equals R4 equals R, the formula is substituted into
And
the calculation can be carried out to obtain the,
thus, after the first voltage V1, the second voltage V2 and the third voltage V3 are obtained, the formula can be followed
Calculating the insulation resistance of the carriage positive bus M1 according to a formula
The insulation resistance of the vehicle negative bus M2 is calculated.
Further, according to an embodiment of the present invention, when the insulation resistance of the car negative bus M2 is less than the preset resistance value and/or the insulation resistance of the car positive bus M1 is less than the preset resistance value, the first car insulation detection device 170 determines that the corresponding car 10 has an insulation fault.
Specifically, according to the embodiment of fig. 7, the first car insulation detecting device 170 may include: the voltage regulator comprises a signal source A1, a fifth resistor R5, a fifth switch K5, a sixth resistor R6 and a fourth voltage detector 174.
The fifth resistor R5 and the fifth switch K5 are connected in series, and the fifth resistor R5 and the fifth switch K5 which are connected in series are connected between the first end of the signal source A1 and the bus M1 at the positive pole of the carriage or between the first end of the signal source A1 and the bus M2 at the negative pole of the carriage; a sixth resistor R6 is connected between the second terminal of signal source a1 and the hull ground; the fourth voltage detector 174 is configured to detect a voltage of the sixth resistor R6; when the signal source a1 outputs the first output voltage Vo1, the voltage of the sixth resistor R6 is the fourth voltage V4, and when the signal source a2 outputs the second output voltage Vo2, the voltage of the sixth resistor R6 is the fifth voltage V5.
Further, the insulation resistance of the compartment negative electrode bus M2 or the insulation resistance of the compartment positive electrode bus M1 may be generated according to the resistance value of the fifth resistor R5, the resistance value of the sixth resistor R6, the first output voltage Vo1, the second output voltage Vo2, the fourth voltage V4, and the fifth voltage V5. When the fifth resistor R5 and the fifth switch K5 are connected between the first end of the signal source A1 and the compartment positive bus M1, the insulation resistance of the compartment negative bus M2 can be generated; when the fifth resistor R5 and the fifth switch K5 are connected between the first end of the signal source a1 and the cabin negative bus M2, an insulation resistance of the cabin positive bus M1 may be generated. In other words, connecting the first car insulation detection device 170 of the embodiment of fig. 7 between the car positive bus M1 and the hull ground may generate the insulation resistance of the car negative bus M2, and connecting the first car insulation detection device 170 of the embodiment of fig. 7 between the negative bus M and the hull ground may generate the insulation resistance of the car 2 car positive bus M1.
Specifically, the fifth resistor R5 and the fifth switch K5 are connected between the first end of the signal source a1 and the car negative bus M2, and the principle that the fifth resistor R5 and the fifth switch K5 are connected between the first end of the signal source a1 and the car positive bus M1 is basically the same as that of the present embodiment, and therefore detailed description is omitted here.
As shown in fig. 7, the insulation resistance of the cabin positive bus M1 to the hull ground is assumed to be R35. In the embodiment of fig. 7, the first car insulation detection device 170 performs insulation detection by a signal injection method, the fifth resistor R5 is a coupling resistor, the sixth resistor R6 is a current sampling resistor, the V6 is a voltage between the car positive bus M1 and the car negative bus M2, and the amplitude of the signal source a1 is variable.
When performing insulation detection, the first car insulation detection device 170 may first control the fifth switch K5 to be closed, then control the signal source a1 to inject a signal according to the first output voltage Vo1, and detect the voltage of the sixth resistor R6 through the fourth voltage detector 174 to obtain the fourth voltage V4, at this time, the fourth voltage V4 may satisfy the formula
And controlling the signal source A1 to inject a signal according to the second output voltage Vo2, and detecting the voltage of the sixth resistor R6 through the fourth voltage detector 174 to obtain a fifth voltage V5, wherein the fifth voltage V5 can satisfy the formula
Joint formula
And
it is possible to obtain,
thereby passing through the formula
The insulation resistance of the carriage positive bus M1 and the insulation resistance of the carriage negative bus M2 can be respectively calculated,
further, according to an embodiment of the present invention, when the insulation resistance of the car negative bus M2 is less than the preset resistance value and/or the insulation resistance of the car positive bus M1 is less than the preset resistance value, the first car insulation detection device 170 determines that the corresponding car 10 has an insulation fault.
Further, according to an embodiment of the present invention, as shown in fig. 5, the cabin 10 further includes: and a second car insulation detecting device 180, the second car insulation detecting device 180 being connected to both ends of the battery 140. Specifically, the bi-directional isolation DC/DC module 150 has a first battery end and a second battery end, the first battery end of the bi-directional isolation DC/DC module 150 is connected to the positive pole of the battery 140 through the battery positive bus P1, the second battery end of the bi-directional isolation DC/DC module 150 is connected to the negative pole of the battery 140 through the battery negative bus P2, and the second car insulation detection device 180 is connectable between the battery positive bus P1 and the battery negative bus P2. The second car insulation detection device 180 is used for detecting the insulation of the battery positive bus bar P1 and the battery negative bus bar P2 to the car shell. That is, the second car insulation detection device 180 is used to perform insulation detection on the battery positive electrode bus bar P1 and the battery negative electrode bus bar P2. In other words, the second car insulation detection device 180 is used to detect the insulation of the battery side of the car 10.
It should be understood that the second car insulation detection device 180 may adopt the structure of the embodiment of fig. 6 or 7, and the embodiment of fig. 6 or 7 is different for the second car insulation detection device 180 in that the car positive bus M1 is replaced with the battery positive bus P1, and the car negative bus M2 is replaced with the battery negative bus P2, whereby the insulation resistance of the battery positive bus P1 and the insulation resistance of the battery negative bus P2 can be obtained.
Therefore, whether each carriage has an insulation fault or not can be timely detected through the first carriage insulation detection device and the second carriage insulation detection device, personal safety of equipment and passengers on the train is ensured, and reliability and safety of train power supply are improved.
Further, according to an embodiment of the present invention, as shown in fig. 8, the insulation detecting system of the train further includes: the train insulation detection device 20 is connected between the grid positive bus L1 and the grid negative bus L2, and the train insulation detection device 20 is connected between the grid positive bus L1 and the grid negative bus L2. The train insulation detection device 20 is used for detecting the insulation between the positive grid bus L1 and the negative grid bus L2, that is, the train insulation detection device 20 is used for detecting the insulation between the positive grid bus L1 and the negative grid bus L2. In other words, the train insulation detection device 20 is used to detect the insulation condition of the entire train.
It should be understood that the train insulation detection device 20 may adopt the structure of the embodiment of fig. 6 or 7, and the embodiment of fig. 6 or 7 is used for the train insulation detection device 20, except that the carriage positive bus M1 is replaced by the grid positive bus L1, and the carriage negative bus M2 is replaced by the grid negative bus L2, so that the insulation resistance of the grid positive bus L1 and the insulation resistance of the grid negative bus L2 can be obtained.
Further, according to an embodiment of the present invention, as shown in fig. 8, the insulation detecting system of the train further includes a train controller 30, and the train controller 30 is configured to sequentially activate the fault locating device 130 in the car 10 when the train insulation detecting device 20 detects an insulation fault, and locate the insulation fault through the fault locating device 130 in the car.
Wherein, according to an embodiment of the present invention, the train insulation detecting device 20, the first car insulation detecting device 170, the second car insulation detecting device 180 and the train controller 30 can all access to a communication network of the train, and the train insulation detecting device 20, the first car insulation detecting device 170, the second car insulation detecting device 180 and the train controller 30 can communicate with each other through the communication network. Alternatively, according to another embodiment of the present invention, the train insulation detecting device 20 communicates with the first and second car insulation detecting devices 170 and 180 of each car 10 to obtain the insulation condition of each car 10, and only the train insulation detecting device 20 and the train controller 30 access the communication network of the train, so that the information generated by the first and second car insulation detecting devices 170 and 180 can be judged by the train insulation detecting device 20 and then transmitted.
Specifically, the train insulation detecting device 20 may generate an alarm message when it detects that an insulation fault occurs in the entire train or the first car insulation detecting device 170 or the second car insulation detecting device 180 of any one of the cars 10 detects that an insulation fault occurs in the corresponding car 10, the train insulation detecting device 20 may transmit the alarm message to the train controller 30 through the communication network, and the train controller 30, after receiving the alarm message, sequentially starts the fault locating devices 130 in the cars 10 and locates the insulation fault through the fault locating devices 130 in the cars.
It should be understood that, since the compartment positive buses M1 of the plurality of compartments 10 are connected together, the compartment negative buses M2 of the plurality of compartments 10 are connected together, and the housings of the plurality of compartments 10 are also connected together, the switching of the first switch K1 and the second switch K2 in the fault locating device 130 will affect each other, so that the train controller 30 can sequentially activate the fault locating devices 130 in the compartments 10 when fault locating is performed, so as to ensure that only one fault locating device 130 performs a switching operation at a time.
Specifically, the train controller 30 may sequentially activate the fault locating device 130 in the car 10, that is, close the first switch K1 and the second switch K2 controlling the fault locating device 130, after the fault locating device 130 of any car is activated, the fault locating device 130 may monitor the current value detected by the first current sensor 110 and/or the second current sensor 160 of the car, if the current value detected by the first current sensor 110 is greater than the preset current threshold value or the current value detected by the second current sensor 160 is greater than the preset current threshold value, the fault locating device 130 may generate fault locating information and transmit the fault locating information to the train controller 30, so that the specific location where the insulation fault occurs may be determined. In addition, in other embodiments, after the fault locating device 130 of any one car is activated, the fault locating devices 130 of other cars may also monitor the current values detected by the first current sensor 110 and/or the second current sensor 160 of the respective car to determine the specific location of the insulation fault of other cars according to the detected current values.
In addition, according to an embodiment of the present invention, the train controller 30 may also be configured to activate the fault locating device 130 in any one of the cars 10 and deactivate the fault locating devices 130 in the other cars 10 when the train insulation detecting device 20 detects an insulation fault, and locate the insulation fault through the fault locating devices 130 in the cars.
That is, when performing fault location, the train controller 30 may control the fault location device 130 of any one of the plurality of cars 10 to be activated, so that only one fault location device performs a switching operation at a time, and when the fault location device 130 of any one car is activated, the fault location device 130 of each car 10 may detect a current value detected by the first current sensor 110 and/or the second current sensor 160 in the respective car, and generate fault location information when the current value detected by the first current sensor 110 is greater than a preset current threshold value or the current value detected by the second current sensor 160 is greater than a preset current threshold value, so as to determine a specific location where an insulation fault occurs.
Therefore, the insulation detection system of the train can position the insulation fault through the cooperation among the fault positioning device 130, the first car insulation detection device 170, the second car insulation detection device 180 and the train insulation detection device 20, and can avoid the interference caused by the simultaneous fault positioning of a plurality of cars and improve the accuracy of the fault positioning.
Finally, the embodiment of the invention also provides a train, which comprises the insulation detection system of the embodiment.
According to one embodiment of the invention, the train may be a straddle monorail train.
According to the train provided by the embodiment of the invention, the position of the insulation fault, such as a specific carriage and a specific load, can be accurately determined, and the reliability and the safety of train power supply are improved.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, but are not intended to indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and are not to be construed as limiting the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or may be connected through the use of two elements or the interaction of two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (6)
1. An insulation detection system of a train, wherein the train is powered by a power grid, the power grid including a positive bus of the power grid and a negative bus of the power grid, the train including a plurality of cars, each car including:
the carriage positive bus is connected with the power grid positive bus;
the carriage negative bus is connected with the power grid negative bus;
a battery;
a bidirectional isolation DC/DC module, through which the battery is connected to the carriage positive bus and the carriage negative bus, wherein the bidirectional isolation DC/DC module is configured to convert a first direct current between the carriage positive bus and the carriage negative bus into a second direct current to supply the second direct current to the battery; the bidirectional isolation DC/DC module is also used for converting a second direct current of the battery into a first direct current so as to supply the first direct current to the carriage positive bus and the carriage negative bus;
the first current sensor is connected between the carriage positive bus and the carriage negative bus and used for measuring the difference value between the positive current and the negative current of the load;
a load connected to the first current sensor;
the fault positioning device is connected between the carriage positive bus and the carriage negative bus and used for respectively communicating the passages of the carriage positive bus and the carriage negative bus with the load so as to carry out negative insulation detection and positive insulation detection on the load; the fault positioning device comprises a first resistor, a first switch, a second resistor, a second switch and a controller, wherein the first resistor is connected with the carriage positive bus, the first switch is connected with a carriage shell ground, the second resistor is connected with the carriage negative bus, the second switch is connected with the carriage shell ground, the controller is used for controlling the first switch and the second switch, and when the train is not subjected to insulation detection, the controller controls the first switch and the second switch to be switched off; when the train is subjected to insulation detection, the controller controls the first switch to be closed and controls the second switch to be opened, negative insulation detection is carried out on the load through a current value detected by the first current sensor, the second switch is controlled to be closed and controls the first switch to be opened, and positive insulation detection is carried out on the load through the current value detected by the first current sensor;
a first compartment insulation detection device connected between the compartment positive bus and the compartment negative bus for detecting insulation between the compartment positive bus and the compartment negative bus, the first compartment insulation detection device comprising: the device comprises a third resistor, a third switch, a fourth resistor, a fourth switch, a first voltage detector, a second voltage detector and a third voltage detector, wherein the third resistor and the third switch are connected in series with each other, and the third resistor and the third switch are connected between a carriage positive bus and a shell ground; the fourth resistor and the fourth switch are connected in series with each other, and the fourth resistor and the fourth switch are connected between a negative bus of a compartment and a ground of a shell; the first voltage detector is connected in parallel to two ends of the third resistor and used for detecting the voltage of the third resistor to generate a first voltage; the second voltage detector is connected in parallel to two ends of the fourth resistor and is used for detecting the voltage of the fourth resistor to generate a second voltage; the third voltage detector is used for detecting the voltage between the carriage positive bus and the carriage negative bus to generate a third voltage; and generating an insulation resistance of a carriage positive bus and an insulation resistance of a carriage negative bus according to the resistance value of the third resistor, the resistance value of the fourth resistor, the first voltage, the second voltage and the third voltage, and judging that the corresponding carriage has an insulation fault when the insulation resistance is smaller than a preset resistance value.
2. The insulation detection system of a train as claimed in claim 1, wherein said car further comprises:
the connection is in the anodal generating line of carriage the carriage negative pole generating line with two-way second current sensor between the isolation DC/DC module, wherein, the controller is in control first switch closure, and control during the disconnection of second switch, through the current value that second current sensor detected is to the battery carries out the insulating detection of negative pole, and is controlling the second switch closure, and control during the disconnection of first switch, through the current value that second current sensor detected is to the battery carries out the insulating detection of positive pole.
3. The insulation detection system of a train as claimed in claim 1, wherein said car further comprises:
a second car insulation detection device connected across the battery.
4. The insulation detection system of a train according to claim 1, further comprising:
and the train insulation detection device is connected between the power grid positive bus and the power grid negative bus.
5. The insulation detection system of a train according to claim 4, further comprising:
and the train controller is used for sequentially starting the fault positioning devices in the carriage when the train insulation detection device detects an insulation fault, and positioning the insulation fault through the fault positioning devices in the carriage.
6. A train comprising an insulation detection system as claimed in any one of claims 1 to 5.
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| CN201710557921.1A CN109239537B (en) | 2017-07-10 | 2017-07-10 | Train and insulation detection system of train |
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| CN201710557921.1A CN109239537B (en) | 2017-07-10 | 2017-07-10 | Train and insulation detection system of train |
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| DE102022206279A1 (en) * | 2022-06-23 | 2023-12-28 | Siemens Mobility GmbH | Method and arrangement for testing an electrical circuit and detecting a ground fault |
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