WO2020098333A1 - 一种胶轮制式轨道车辆进站接地安全监测*** - Google Patents

一种胶轮制式轨道车辆进站接地安全监测*** Download PDF

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Publication number
WO2020098333A1
WO2020098333A1 PCT/CN2019/103157 CN2019103157W WO2020098333A1 WO 2020098333 A1 WO2020098333 A1 WO 2020098333A1 CN 2019103157 W CN2019103157 W CN 2019103157W WO 2020098333 A1 WO2020098333 A1 WO 2020098333A1
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WIPO (PCT)
Prior art keywords
power receiving
electrically connected
ground
monitoring unit
shoe
Prior art date
Application number
PCT/CN2019/103157
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English (en)
French (fr)
Inventor
姚学斌
尚江傲
唐勇军
付翔
杨晓东
朱伟健
吕远斌
陈中杰
彭驹
谢朝辉
袁艳萍
Original Assignee
中车株洲电力机车有限公司
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Application filed by 中车株洲电力机车有限公司 filed Critical 中车株洲电力机车有限公司
Priority to EP19884777.4A priority Critical patent/EP3896466A4/en
Publication of WO2020098333A1 publication Critical patent/WO2020098333A1/zh

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/005—Testing of electric installations on transport means
    • G01R31/008—Testing of electric installations on transport means on air- or spacecraft, railway rolling stock or sea-going vessels
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/38—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from conductor rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
    • G01R31/52—Testing for short-circuits, leakage current or ground faults
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
    • G01R31/54—Testing for continuity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the invention belongs to the field of rail transportation, and in particular relates to a rubber wheel type rail vehicle inbound grounding safety monitoring system.
  • the purpose of the present invention is to provide a rubber wheeled rail vehicle grounding safety monitoring system that can monitor whether the grounding of the vehicle entering the station is normal; at the same time, by feeding back the grounding monitoring results to the vehicle
  • the TCMS system and the TCMS system control whether the high-voltage power supply circuit of the vehicle is disconnected according to the monitoring results, to prevent potential accidents caused by the potential difference between the vehicle and the platform.
  • the technical solutions adopted by the present invention are:
  • a rubber wheeled rail vehicle grounding safety monitoring system for a station includes a first power receiving shoe G1 and a second power receiving shoe G2 provided on the power supply rail, a third power receiving shoe G3 and a fourth power receiving shoe provided on the ground rail
  • the power receiving shoe G4 wherein the first power receiving shoe G1 and the second power receiving shoe G2 are electrically connected through the high-voltage tank HB and the traction inverter VVVF, and the third power receiving shoe G3 and the fourth power receiving shoe G4 are all in reverse to the traction reverse
  • the transformer VVVF is electrically connected; its structural feature is that it also includes a ground monitoring unit K1 and an inbound monitoring unit.
  • the inbound monitoring unit is electrically connected to the enable terminal of the ground monitoring unit K1, and the first output terminal of the ground detection unit is connected to the fourth receiving terminal.
  • the electric shoe G4 is electrically connected, and the input terminal of the ground monitoring unit K1 is electrically connected to the third electric shoe G3.
  • the enabling signal is sent from the inbound monitoring unit, and the ground monitoring unit K1 starts monitoring.
  • the first output terminal of the ground monitoring unit K1 sends out a monitoring signal, and returns to the input terminal of the ground monitoring unit K1 via the fourth power receiving shoe G4 and the third power receiving shoe G3. If a ground fault occurs, the input terminal of the ground monitoring unit K1 cannot receive the returned monitoring signal.
  • the second output terminal of the ground monitoring unit K1 is electrically connected to the TCMS system.
  • the ground monitoring unit K1 sends the ground safety monitoring result to the TCMS system.
  • first power receiving shoe G1 and the second power receiving shoe G2 are electrically connected to the traction inverter VVVF through a high-speed circuit breaker HSCB in the high-voltage tank HB; the output end of the TCMS system is electrically connected to the control end of the high-speed circuit breaker HSCB connection.
  • the TCMS system controls the high-speed circuit breaker HSCB to open, thereby cutting off the high-voltage power supply of the vehicle and avoiding safety accidents.
  • the pit monitoring unit includes a speed sensor and a position sensor, the output terminals of the speed sensor and the position sensor are electrically connected to the TCMS system, and the output terminal of the TCMS system is electrically connected to the coil of the first relay K2.
  • the normally open contact of a relay K2 is electrically connected to the enable terminal of the ground monitoring unit K1.
  • the TCMS system determines whether the train is stopped in place, thereby controlling the first relay K2 to be energized or de-energized, and then starting or not starting the ground monitoring unit K1.
  • test switch TEST which is connected between the power supply and the coil of the first relay K2.
  • the staff or other maintenance personnel can directly control the first relay K2 to be energized directly through the test switch TEST, thereby starting the grounding safety detection system.
  • the ground monitoring unit K1 includes a second relay K3, and the normally open contact of the second relay K3 is electrically connected to the TCMS system.
  • the second relay K3 When the ground fault occurs, the second relay K3 is energized, the normally open contact of the second relay K3 is closed, and the TCMS system receives the ground fault signal.
  • ground monitoring unit K1 includes an alarm unit ALARM.
  • the ground monitoring unit K1 controls the alarm unit ALARM to work.
  • the TCMS system is electrically connected to the HMI interface.
  • the grounding safety monitoring result and vehicle power supply status are displayed through the HMI interface.
  • the third power receiving shoe G3 includes a first power receiving part P1 and a second power receiving part P2 that are insulated from each other
  • the fourth power receiving shoe G4 includes a third power receiving part P3 and a fourth power insulating from each other
  • the power receiving unit P4 and the fourth power receiving unit P4 are electrically connected to the first output terminal of the ground detection unit
  • the second power receiving unit P2 is electrically connected to the input terminal of the ground monitoring unit K1
  • the electric part P2 is electrically connected to the traction inverter VVVF.
  • the third power receiving shoe G3 and the fourth power receiving shoe G4 on the ground rail are composed of two parts that are insulated and non-conducting. One part is connected to the vehicle to realize vehicle power supply and ground return, and the other part is connected to the ground monitoring unit K1. For ground monitoring, it can avoid the mutual influence between the two parts due to stray currents and so on.
  • the power supply rail is sequentially grounded through the lightning arrester B01 and the grounding resistance R to improve power supply safety.
  • the present invention can monitor whether the vehicle grounding is normal; at the same time, by feeding back the grounding monitoring results to the vehicle TCMS system, the TCMS system controls whether the vehicle high voltage power supply circuit is disconnected according to the monitoring results, preventing the vehicle from There is a potential difference between the platforms that causes a safety accident.
  • Figure 1 is a block diagram of the main circuit of the ground monitoring unit K1 control.
  • FIG. 1 shows the working principle of the ground monitoring unit K1.
  • Figure 3 is a schematic diagram of the vehicle high-voltage power supply on-off control.
  • 100 is the power supply rail
  • 200 is the ground rail
  • G1 is the first power receiving shoe
  • G2 is the second power receiving shoe
  • G3 is the third power receiving shoe
  • G4 is the fourth power receiving shoe
  • HB is the high voltage box
  • HSCB It is a high-speed circuit breaker
  • VVVF is a traction inverter
  • K1 is a ground monitoring unit
  • K2 is a first relay
  • K3 is a second relay
  • 300 is a station monitoring unit
  • 301 is a speed sensor
  • 302 is a position sensor
  • ALARM is an alarm Unit
  • P1 is the first power receiving unit
  • P2 is the second power receiving unit
  • P3 is the third power receiving unit
  • P4 is the fourth power receiving unit
  • B01 is the lightning arrester
  • R is the grounding resistance
  • TEST is the test switch.
  • the safety monitoring system for the grounding of railway vehicles with rubber wheels includes a first power receiving shoe G1 and a second power receiving shoe G2 provided on the power supply rail 100, and a first power receiving shoe G2 provided on the ground rail 200.
  • Three power receiving shoes G3 and a fourth power receiving shoe G4 wherein the first power receiving shoe G1 and the second power receiving shoe G2 are electrically connected through the high-voltage tank HB and the traction inverter VVVF, and the third power receiving shoe G3 and the fourth
  • the power receiving shoe G4 is electrically connected to the traction inverter VVVF; its structural features include the ground monitoring unit K1 and the inbound monitoring unit 300.
  • the inbound monitoring unit 300 is electrically connected to the enable terminal of the ground monitoring unit K1 for ground detection
  • the first output terminal of the unit is electrically connected to the fourth power receiving shoe G4, and the input terminal of the ground monitoring unit K1 is electrically connected to the third power receiving shoe G3.
  • the second output terminal of the ground monitoring unit K1 is electrically connected to the TCMS system.
  • Both the first power receiving shoe G1 and the second power receiving shoe G2 are electrically connected to the traction inverter VVVF through the high-speed circuit breaker HSCB in the high-voltage tank HB; the output end of the TCMS system is electrically connected to the control end of the high-speed circuit breaker HSCB.
  • the pit monitoring unit 300 includes a speed sensor 301 and a position sensor 302.
  • the output terminals of the speed sensor 301 and the position sensor 302 are electrically connected to the TCMS system, and the output terminal of the TCMS system is electrically connected to the coil of the first relay K2.
  • the normally open contact of the relay K2 is electrically connected to the enable terminal of the ground monitoring unit K1.
  • the invention also includes a test switch TEST, which is connected between the power supply and the coil of the first relay K2.
  • the ground monitoring unit K1 includes a second relay K3, and the normally open contact of the second relay K3 is electrically connected to the TCMS system.
  • the ground monitoring unit K1 includes an alarm unit ALARM.
  • the TCMS system is electrically connected to the HMI interface.
  • the third power receiving shoe G3 includes a first power receiving portion P1 and a second power receiving portion P2 insulated from each other, and the fourth power receiving shoe G4 includes a third power receiving portion P3 and a fourth power receiving portion insulated from each other P4, the fourth power receiving unit P4 is electrically connected to the first output terminal of the ground detection unit, the second power receiving unit P2 is electrically connected to the input terminal of the ground monitoring unit K1; the first power receiving unit P1 and the second power receiving unit P2 All are electrically connected to the traction inverter VVVF.
  • the power supply rail 100 is sequentially grounded through the lightning arrester B01 and the grounding resistance R.
  • control logic relationship of the present invention is:
  • the vehicle TCMS system receives the zero-speed signal from the station position sensor 302 and the speed sensor 301 to stop the vehicle, to ensure that the vehicle stops at the station, the first relay K2 works, and the ground monitoring unit K1 works And start to detect the vehicle grounding, and feedback the test results to the TCMS system. If the grounding is abnormal or not grounded, that is, a ground fault, the grounding monitoring unit K1 controls the alarm unit ALARM to send an alarm, and at the same time feeds back the results to the TCMS system.
  • the TCMS system controls high speed
  • the circuit breaker HSCB is opened to cut off the high-voltage power supply of the vehicle, and the ground fault information and the high-voltage power supply cut-off information of the vehicle are displayed on the HMI interface.
  • the vehicle is connected to the power supply rail 100 through the first power receiving shoe G1 and the second power receiving shoe G2 to realize high-voltage power supply to the vehicle, and the third power receiving shoe G3 and the fourth power receiving shoe G4 are exclusively grounded for the vehicle
  • the shoe is in contact with the ground rail 200.
  • the third power receiving shoe G3 and the fourth power receiving shoe G4 are composed of two separate parts.
  • the first power receiving part P1 and the third power receiving part P3 are connected to the high-speed circuit breaker HSCB control circuit, and the second power receiving part P2 and the second The power receiving part P4 is connected to the control circuit of the ground monitoring unit K1.
  • the third power receiving shoe G3 and the fourth power receiving shoe G4 are separated by an insulating material, so that the location of the first power receiving part P1 and the third power receiving part P3 can be avoided from affecting the ground monitoring unit K1 Or there is a short circuit in the control system.
  • the ground monitoring unit K1, the second power receiving part P2 of the third power receiving shoe G3, the fourth power receiving part P4 of the fourth power receiving shoe G4, and the ground rail 200 constitute a complete detection circuit.
  • the monitoring signal is sent from the point 2 of the ground monitoring unit K1. If the vehicle is grounded normally, the detection signal can pass along the point 2 of the ground monitoring unit K1 via the fourth power receiving part P4 of the fourth power receiving shoe G4, the ground rail 200, the third The second power receiving part P2 of the power receiving shoe G3 feeds back to the ground monitoring unit K1 through the point PE of the ground monitoring unit K1. If the grounding is abnormal or not grounded, the point PE of the ground monitoring unit K1 cannot receive the monitoring signal.
  • the ground monitoring unit K1 feeds back the detection result to the vehicle TCMS system, and the vehicle TCMS system instructs the next step. If the grounding is abnormal or not grounded, the TCMS system controls the vehicle to disconnect the high-speed circuit breaker HSCB to cut off the high-voltage power supply of the vehicle, and displays the vehicle power supply cutoff and grounding abnormal information on the HMI interface.
  • the high-speed circuit breaker HSCB is installed in the high-voltage tank HB.
  • the traction inverter VVVF realizes the conversion of the AC high-voltage power supply to the DC voltage of the vehicle control circuit.
  • the vehicle TCMS system controls the opening and closing of the high-speed circuit breaker HSCB to realize the high-voltage power supply of the vehicle.
  • the vehicle is connected to the high-voltage power supply rail 100 through the first power receiving shoe G1, the second power receiving shoe G2, the first power receiving part P1 of the third power receiving shoe G3, and the third power receiving part P3 of the fourth power receiving shoe G4 Connected to the ground rail 200, the high-voltage power supply is connected to the high-speed circuit breaker HSCB control circuit through A1 ', A2', the first power receiving part P1 of the third power receiving shoe G3, the third power receiving part P3 of the fourth power receiving shoe G4 It is connected to the traction inverter VVVF in the HSCB control circuit of the high-speed circuit breaker through B1 'and B2' to form a complete main power supply circuit.
  • the vehicle controls the switching of the high-voltage power supply of the vehicle through the TCMS system and the HSCB control circuit of the high-speed circuit breaker.
  • the working principle of the ground monitoring unit K1 is as follows:
  • the vehicle TCMS system judges that the vehicle stops in place through the station and train position sensor 302 response and the vehicle zero speed signal command sent by the speed sensor 301, and then controls the first relay K2 to be energized to work, and the first relay K2 switch 11
  • the point and 14 points are turned on, and the ground monitoring unit K1 starts the ground detection.
  • the detection signal is sent from point 2, and the signal is received by the point PE through the monitoring system loop described in FIG. 1 above.
  • the ground monitoring unit K1 judges according to whether the signal is received or not Whether the grounding of the vehicle is abnormal, if the point PE does not receive the detection signal, it indicates that the grounding of the vehicle is abnormal, and the grounding monitoring unit K1 predicts the sound and light alarm through the ALARM alarm.
  • the electromagnetic relays in the ground monitoring unit K1 work in conjunction with each other, and the switching action causes points 11 and 12 to be turned on, and the detection results are fed back to the vehicle TCMS system.
  • the TCMS system controls the high-speed circuit breaker according to the signal fed back by the ground monitoring unit K1 If the grounding of the HSCB is normal, the high-voltage power supply of the vehicle will not be cut off. If it is not grounded, the HSCB of the high-speed circuit breaker will be cut off to cut off the high-voltage power supply of the vehicle to ensure the safety of the vehicle.
  • the HMI will display the information of power cut and grounding abnormality on the HMI interface.
  • grounding monitoring system detection bypass control circuit The working principle of the grounding monitoring system detection bypass control circuit is as follows:
  • This working circuit is mainly used to check whether the function of the ground monitoring system is normal.
  • the point shoe and the ground rail 200 are in normal contact, activate the train, and press the TEST button on the operation panel.
  • a relay K2 is activated, its point 11 and point 14 are connected, and the ground monitoring system starts monitoring work. In this mode, because the ground connection has been ensured, if the system functions normally, the test result is normal ground. If other non-ground normal conditions occur, it indicates that the system is abnormal and needs to be repaired and maintained.
  • the vehicle TCMS system control command (that is, the instruction to close or open the high-speed circuit breaker HSCB) is input to the high-speed circuit breaker HSCB through points C1 and C2 to control the on-off of the high-speed circuit breaker HSCB HSCB switch, thereby controlling the high-voltage power supply of the vehicle .

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Abstract

一种胶轮制式轨道车辆进站接地安全监测***，包括设于供电轨(100)上的第一受电靴(G1)和第二受电靴(G2)、设于接地轨(200)上的第三受电靴(G3)和第四受电靴(G4)，其中第一受电靴(G1)和第二受电靴(G2)均通过高压箱(HB)和牵引逆变器(VVVF)电连接，第三受电靴(G3)和第四受电靴(G4)均和牵引逆变器(VVVF)电连接；还包括接地监测单元(K1)及进站监测单元(300)，进站监测单元(300)与接地监测单元(K1)的使能端电连接，接地检测单元(K1)的第一输出端与第四受电靴(G4)电连接，接地监测单元(K1)的输入端与第三受电靴(G3)电连接；接地监测单元(K1)的第二输出端与TCMS***电连接。该***能够监测车辆进站接地是否正常；同时根据监测结果控制车辆高压供电电路是否断开，防止车辆与站台之间存在电位差而造成安全事故。

Description

一种胶轮制式轨道车辆进站接地安全监测*** 技术领域
本发明属于轨道交通领域，特别涉及一种胶轮制式轨道车辆进站接地安全监测***。
背景技术
跨座式单轨车辆、悬挂式单轨车辆、APM胶轮车辆，其走行部件通常采用胶轮，而橡胶因其本身属性，天然绝缘，这样会导致车辆行驶至车站区域停靠时，车辆与站台区域可能产生电位差，若此时车辆接地故障，则车辆高电平不能及时导出，存在安全隐患。
为避免造成安全事故，胶轮制式轨道车辆设置专用的接地轨，故车辆与接地轨是否可靠连接至关重要。而目前胶轮制式轨道车辆没有设计监测车辆是否接地可靠的技术方案。
发明内容
本发明的目的在于，针对上述现有技术的不足，提供一种胶轮制式轨道车辆进站接地安全监测***，能够监测车辆进站接地是否正常；同时，通过将进站接地监测结果反馈至车辆TCMS***，TCMS***根据监测结果控制车辆高压供电电路是否断开，防止车辆与站台之间存在电位差而造成安全事故。
为解决上述技术问题，本发明所采用的技术方案是：
一种胶轮制式轨道车辆进站接地安全监测***，包括设于供电轨上的第一受电靴G1和第二受电靴G2、设于接地轨上的第三受电靴G3和第四受电靴G4，其中第一受电靴G1和第二受电靴G2均通过高压箱HB和牵引逆变器VVVF电连接，第三受电靴G3和第四受电靴G4均和牵引逆变器VVVF电连接；其结构特点是还包括接地监测单元K1及进站监测单元，进站监测单元与接地监测单元K1的使能端电连接，接地检测单元的第一输出端与第四受电靴G4电连接，接地监测单元K1的输入端与第三受电靴G3电连接。
借由上述结构，由进站监测单元发出使能信号，接地监测单元K1单元开始监测。在接地正常时，接地监测单元K1的第一输出端发出监测信号，经由第四受电靴G4、第三受电靴G3后回到接地监测单元K1的输入端。若出现接地故障，则接地监测单元K1的输入端无法接收到返回的监测信号。
进一步地，所述接地监测单元K1的第二输出端与TCMS***电 连接。
借由上述结构，接地监测单元K1将接地安全监测结果发送至TCMS***。
进一步地，第一受电靴G1和第二受电靴G2均通过高压箱HB内的高速断路器HSCB与牵引逆变器VVVF电连接；TCMS***的输出端与高速断路器HSCB的控制端电连接。
在接地故障时，TCMS***控制高速断路器HSCB断开，从而切断车辆高压供电，避免出现安全事故。
作为一种优选方式，所述进站监测单元包括速度传感器和位置传感器，速度传感器和位置传感器的输出端均与TCMS***电连接，TCMS***的输出端与第一继电器K2的线圈电连接，第一继电器K2的常开触点与接地监测单元K1的使能端电连接。
根据速度传感器和位置传感器的监测信号，TCMS***判断列车是否停站到位，从而控制第一继电器K2得电或失电，进而启动或不启动接地监测单元K1。
进一步地，还包括测试开关TEST，测试开关TEST接在电源与第一继电器K2的线圈之间。
借由上述结构，当车辆在库内时，工作人员或其他检修人员可直接通过测试开关TEST直接控制第一继电器K2得电，从而启动接地安全检测***。
作为一种优选方式，所述接地监测单元K1包括第二继电器K3，第二继电器K3的常开触点与TCMS***电连接。
当接地故障时，第二继电器K3得电，第二继电器K3的常开触点闭合，TCMS***接收到接地故障信号。
进一步地，所述接地监测单元K1包括报警单元ALARM。
在接地故障情况下，接地监测单元K1控制报警单元ALARM报警工作。
进一步地，TCMS***与HMI界面电连接。
借由上述结构，通过HMI界面显示接地安全监测结果及车辆供电状态。
进一步地，所述第三受电靴G3包括相互绝缘的第一受电部P1和第二受电部P2，所述第四受电靴G4包括相互绝缘的第三受电部P3和第四受电部P4，第四受电部P4与接地检测单元的第一输出端电连接，第二受电部P2与接地监测单元K1的输入端电连接；第一 受电部P1和第二受电部P2均与牵引逆变器VVVF电连接。
接地轨上的第三受电靴G3和第四受电靴G4均由绝缘不导通的两部分组成，其中一部分接入车辆以实现车辆供电及接地回流，另一部分接入接地监测单元K1用于接地监测，从而可以避免两部分之间因杂散电流等而相互影响。
进一步地，供电轨依次通过避雷器B01、接地电阻R接地，提高供电安全。
与现有技术相比，本发明能够监测车辆进站接地是否正常；同时，通过将进站接地监测结果反馈至车辆TCMS***，TCMS***根据监测结果控制车辆高压供电电路是否断开，防止车辆与站台之间存在电位差而造成安全事故。
附图说明
图1为接地监测单元K1控制主电路结构图。
图2为接地监测单元K1工作原理图。
图3为车辆高压供电通断控制原理图。
其中，100为供电轨，200为接地轨，G1为第一受电靴，G2为第二受电靴，G3为第三受电靴，G4为第四受电靴，HB为高压箱，HSCB为高速断路器，VVVF为牵引逆变器，K1为接地监测单元，K2为第一继电器，K3为第二继电器，300为进站监测单元，301为速度传感器，302为位置传感器，ALARM为报警单元，P1为第一受电部，P2为第二受电部，P3为第三受电部，P4为第四受电部，B01为避雷器，R为接地电阻，TEST为测试开关。
具体实施方式
如图1至图3所示，胶轮制式轨道车辆进站接地安全监测***包括设于供电轨100上的第一受电靴G1和第二受电靴G2、设于接地轨200上的第三受电靴G3和第四受电靴G4，其中第一受电靴G1和第二受电靴G2均通过高压箱HB和牵引逆变器VVVF电连接，第三受电靴G3和第四受电靴G4均和牵引逆变器VVVF电连接；其结构特点是还包括接地监测单元K1及进站监测单元300，进站监测单元300与接地监测单元K1的使能端电连接，接地检测单元的第一输出端与第四受电靴G4电连接，接地监测单元K1的输入端与第三受电靴G3电连接。
所述接地监测单元K1的第二输出端与TCMS***电连接。
第一受电靴G1和第二受电靴G2均通过高压箱HB内的高速断 路器HSCB与牵引逆变器VVVF电连接；TCMS***的输出端与高速断路器HSCB的控制端电连接。
所述进站监测单元300包括速度传感器301和位置传感器302，速度传感器301和位置传感器302的输出端均与TCMS***电连接，TCMS***的输出端与第一继电器K2的线圈电连接，第一继电器K2的常开触点与接地监测单元K1的使能端电连接。
本发明还包括测试开关TEST，测试开关TEST接在电源与第一继电器K2的线圈之间。
所述接地监测单元K1包括第二继电器K3，第二继电器K3的常开触点与TCMS***电连接。
所述接地监测单元K1包括报警单元ALARM。
TCMS***与HMI界面电连接。
所述第三受电靴G3包括相互绝缘的第一受电部P1和第二受电部P2，所述第四受电靴G4包括相互绝缘的第三受电部P3和第四受电部P4，第四受电部P4与接地检测单元的第一输出端电连接，第二受电部P2与接地监测单元K1的输入端电连接；第一受电部P1和第二受电部P2均与牵引逆变器VVVF电连接。
供电轨100依次通过避雷器B01、接地电阻R接地。
综上，本发明控制逻辑关系为：
1)车辆在库内时，工作人员或其他检修人员，可通过操作面板测试开关TEST对接地安全检测***进行功能检测，确保接地安全检测***功能正常。
2)车辆正常运营时，车辆TCMS***收到车站位置传感器302定位及速度传感器301接收到的车辆进站停靠零速信号后，确保车辆停靠到站，第一继电器K2工作，接地监测单元K1工作并开始检测车辆接地，并将检测结果反馈至TCMS***，若接地不正常或未接地，即接地故障，接地监测单元K1控制报警单元ALARM发出警报，同时将结果反馈至TCMS***，TCMS***控制高速断路器HSCB断开而切断车辆高压供电，并在HMI界面显示接地故障信息及车辆高压供电切断信息。
下面详细描述本发明的工作原理。
如图1所示，车辆通过第一受电靴G1和第二受电靴G2与供电轨100接通，实现车辆高压供电，第三受电靴G3和第四受电靴G4为车辆专用接地靴，与接地轨200接触。第三受电靴G3和第四受电 靴G4均由单独两部分构成，第一受电部P1和第三受电部P3与高速断路器HSCB控制电路相连，第二受电部P2和第四受电部P4与接地监测单元K1控制回路相连。第三受电靴G3和第四受电靴G4两部分之间均用绝缘材料隔断，从而可以避免第一受电部P1和第三受电部P3所处的部位对接地监测单元K1产生影响或出现控制***短路的情况。
接地监测单元K1与第三受电靴G3的第二受电部P2、第四受电靴G4的第四受电部P4、接地轨200构成完整检测回路。监测信号由接地监测单元K1的点2发出，若车辆接地正常，检测信号可沿接地监测单元K1的点2，经由第四受电靴G4的第四受电部P4、接地轨200、第三受电靴G3的第二受电部P2，经过接地监测单元K1的点PE反馈至接地监测单元K1。若接地异常或未接地，则接地监测单元K1的点PE无法接收监测信号。接地监测单元K1将检测结果反馈至车辆TCMS***，车辆TCMS***指令下一步工作。若接地异常或未接地，TCMS***控制车辆断开高速断路器HSCB以切断车辆高压供电，并在HMI界面显示车辆供电切除以及接地异常信息。
高速断路器HSCB安装在高压箱HB中，牵引逆变器VVVF实现交流高压供电转化为车辆控制电路直流电压，车辆TCMS***控制高速断路器HSCB的断合来实现车辆高压供电与否。
车辆通过第一受电靴G1、第二受电靴G2与高压供电轨100相连，第三受电靴G3的第一受电部P1、第四受电靴G4的第三受电部P3均与接地轨200相连，高压供电通过A1’、A2’与高速断路器HSCB控制电路相连，第三受电靴G3的第一受电部P1、第四受电靴G4的第三受电部P3通过B1’、B2’与高速断路器HSCB控制电路中牵引逆变器VVVF相连，从而形成完整的主供电回路，车辆通过TCMS***、高速断路器HSCB控制电路控制车辆高压供电的断合。
如图2所示，接地监测单元K1工作原理如下所述：
列车进站后，车辆TCMS***通过车站与列车位置传感器302响应及速度传感器301发送的车辆零速信号指令，判断车辆停站到位，而后控制第一继电器K2通电工作，第一继电器K2的开关11点、14点导通，接地监测单元K1启动接地检测，检测信号由点2发出，经由上图1所述监测***回路，经点PE接受信号，接地监测单元K1根据发出信号的接收与否判断车辆接地是否异常，若点PE未收到检测信号，则表明该车辆接地异常，接地监测单元K1通过ALARM警 报进行声光报警预示。
与此同时，接地监测单元K1内的电磁继电器联动工作，开关动作使得点11和12导通，并将检测结果反馈至车辆TCMS***，TCMS***根据接地监测单元K1所反馈的信号控制高速断路器HSCB的通断，若接地正常，则不切除车辆高压供电，若未接地，则高速断路器HSCB断开，切断车辆高压供电，确保车辆安全，并在HMI界面显示车辆供电切除及接地异常信息。
接地监测***检测旁路控制电路工作原理如下所述：
此工作电路主要用于检测接地监测***功能是否正常，当车辆在库内或试验线路，受点靴与接地轨200接触正常，激活列车，按下设置在操作面板的TEST测试开关TEST按钮，第一继电器K2动作，其点11与点14接通，接地监测***启动监测工作。此模式下，因已确保接地连接正常，若该***功能正常，则检测结果为接地正常，若发生其他非接地正常情况，则表明该***功能异常，需进行检修维护。
如图3所示，车辆TCMS***控制指令(即闭合或者断开高速断路器HSCB指令)通过C1、C2点输入给高速断路器HSCB，控制高速断路器HSCBHSCB开关的通断，从而控制车辆高压供电。
上面结合附图对本发明的实施例进行了描述，但是本发明并不局限于上述的具体实施方式，上述的具体实施方式仅仅是示意性的，而不是局限性的，本领域的普通技术人员在本发明的启示下，在不脱离本发明宗旨和权利要求所保护的范围情况下，还可做出很多形式，这些均属于本发明的保护范围之内。

Claims (10)

  1. 一种胶轮制式轨道车辆进站接地安全监测***，包括设于供电轨(100)上的第一受电靴G1和第二受电靴G2、设于接地轨(200)上的第三受电靴G3和第四受电靴G4，其中第一受电靴G1和第二受电靴G2均通过高压箱HB和牵引逆变器VVVF电连接，第三受电靴G3和第四受电靴G4均和牵引逆变器VVVF电连接；其特征在于，还包括接地监测单元K1及进站监测单元(300)，进站监测单元(300)与接地监测单元K1的使能端电连接，接地检测单元的第一输出端与第四受电靴G4电连接，接地监测单元K1的输入端与第三受电靴G3电连接。
  2. 如权利要求1所述的胶轮制式轨道车辆进站接地安全监测***，其特征在于，所述接地监测单元K1的第二输出端与TCMS***电连接。
  3. 如权利要求2所述的胶轮制式轨道车辆进站接地安全监测***，其特征在于，第一受电靴G1和第二受电靴G2均通过高压箱HB内的高速断路器HSCB与牵引逆变器VVVF电连接；TCMS***的输出端与高速断路器HSCB的控制端电连接。
  4. 如权利要求1所述的胶轮制式轨道车辆进站接地安全监测***，其特征在于，所述进站监测单元(300)包括速度传感器(301)和位置传感器(302)，速度传感器(301)和位置传感器(302)的输出端均与TCMS***电连接，TCMS***的输出端与第一继电器K2的线圈电连接，第一继电器K2的常开触点与接地监测单元K1的使能端电连接。
  5. 如权利要求4所述的胶轮制式轨道车辆进站接地安全监测***，其特征在于，还包括测试开关TEST，测试开关TEST接在电源与第一继电器K2的线圈之间。
  6. 如权利要求1至5任一项所述的胶轮制式轨道车辆进站接地安全监测***，其特征在于，所述接地监测单元K1包括第二继电器K3，第二继电器K3的常开触点与TCMS***电连接。
  7. 如权利要求1至5任一项所述的胶轮制式轨道车辆进站接地安全监测***，其特征在于，所述接地监测单元K1包括报警单元ALARM。
  8. 如权利要求2至5任一项所述的胶轮制式轨道车辆进站接地 安全监测***，其特征在于，TCMS***与HMI界面电连接。
  9. 如权利要求1至5任一项所述的胶轮制式轨道车辆进站接地安全监测***，其特征在于，所述第三受电靴G3包括相互绝缘的第一受电部P1和第二受电部P2，所述第四受电靴G4包括相互绝缘的第三受电部P3和第四受电部P4，第四受电部P4与接地检测单元的第一输出端电连接，第二受电部P2与接地监测单元K1的输入端电连接；第一受电部P1和第二受电部P2均与牵引逆变器VVVF电连接。
  10. 如权利要求1至5任一项所述的胶轮制式轨道车辆进站接地安全监测***，其特征在于，供电轨(100)依次通过避雷器B01、接地电阻R接地。
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