CN111204225B - Locomotive capacitor on-line detection and monitoring device - Google Patents
Locomotive capacitor on-line detection and monitoring device Download PDFInfo
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- CN111204225B CN111204225B CN202010046479.8A CN202010046479A CN111204225B CN 111204225 B CN111204225 B CN 111204225B CN 202010046479 A CN202010046479 A CN 202010046479A CN 111204225 B CN111204225 B CN 111204225B
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- 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
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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- 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
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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
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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
- G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
- G01R31/382—Arrangements for monitoring battery or accumulator variables, e.g. SoC
- G01R31/3842—Arrangements for monitoring battery or accumulator variables, e.g. SoC combining voltage and current measurements
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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
- G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
- G01R31/392—Determining battery ageing or deterioration, e.g. state of health
Abstract
The invention discloses an on-line detection and monitoring device for locomotive capacitors, which mainly judges whether a capacitor battery supplies power independently, a fuel battery supplies power independently or the capacitor battery and the fuel battery are connected in series according to a voltage value input to an electric engine unit, and a control unit controls a corresponding MOSFET to form on-off after the judgment. Therefore, the negative influence of the overlarge operation current on the whole power supply can be avoided when the locomotive is started to accelerate or the locomotive is decelerated, and the use efficiency of the whole battery (especially a capacitor battery) is improved.
Description
Technical Field
The invention relates to the technical field of locomotive capacitors, in particular to an online detection and monitoring device for a locomotive capacitor.
Background
Compared with the conventional internal combustion engine, the rotating electrical machines such as the motor have better energy conversion efficiency, so that the electric vehicles are gradually becoming the main vehicle in recent years. In an electric automobile, an energy storage system is one of the most central components, which is related to the problems of electric automobile endurance, explosive force, safety, cost and the like.
However, there are problems with when the car is powered directly from the energy storage system: the large load power is needed when the electric automobile starts or accelerates, so that the current of the battery pack rises, and the battery is easily damaged after long-term use. Although many batteries exist today and are suitable for high power applications, they are often more expensive than the normally seen lead-acid batteries; another solution is to increase the volume of the battery to reduce the damage to the battery pack, but if applied to a light-weight carrier, it will be a heavy burden regardless of the volume or volume.
Disclosure of Invention
In order to solve the problems, the invention provides an on-line detection and monitoring device for locomotive capacitors, which is used for detecting and monitoring the locomotive capacitors.
The technical scheme of the invention is as follows:
the utility model provides a locomotive capacitance on-line measuring and monitoring device which characterized in that includes: the power supply unit comprises an input end, a first series group, a second series group and an output end which are sequentially connected in parallel, the first series group comprises a first MOSFET and a second MOSFET which are sequentially connected in series, the second series group comprises a third MOSFET, a fuel cell, a fourth MOSFET and a capacitor battery which are sequentially connected in series, a first connecting point is arranged between the first MOSFET and the second MOSFET, the fuel cell and the fourth MOSFET are provided with a second connecting point, and the first connecting point is electrically connected with the second connecting point; the output is directly or indirectly electrically connected with the electric engine unit; the control unit is respectively connected with the first MOSFET, the second MOSFET and the fourth MOSFET in an electric signal mode so as to respectively control the first MOSFET, the second MOSFET and the fourth MOSFET to be switched on or switched off; when the control unit judges that the power supply unit is in a discharging state, the output voltage of the output end is judged, and when the output voltage of the output end is smaller than a first default voltage value, the control unit respectively controls the second MOSFET and the third MOSFET to be switched on and the first MOSFET and the fourth MOSFET to be switched off; when the output voltage of the output end is between a first default voltage value and a second default voltage value, the control unit respectively controls the third MOSFET and the fourth MOSFET to be switched on and the first MOSFET and the second MOSFET to be switched off; when the output voltage of the output end is larger than a second default voltage value, the control unit respectively controls the first MOSFET and the fourth MOSFET to be switched on and the second MOSFET and the third MOSFET to be switched off; the first default voltage value is less than the second default voltage value.
Compared with the prior art, the invention has the advantages that: according to the voltage value input to the electric engine unit, the capacitor battery is used for supplying power independently, the fuel battery is used for supplying power independently, or the capacitor battery and the fuel battery are connected in series and then supply power, and when the voltage value is determined, the control unit controls the corresponding MOSFET to be turned on or turned off. Therefore, the negative influence of the overlarge operation current on the whole power supply can be avoided when the locomotive is started to accelerate or the locomotive is decelerated, and the use efficiency of the whole battery (especially a capacitor battery) is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a circuit diagram of the present invention.
FIG. 2 is a block diagram of the components of the present invention.
FIG. 3 is a schematic view of another embodiment of the present invention.
FIG. 4 is a block diagram of components of another embodiment of the present invention.
The figures in the drawings represent:
1 input terminal of power supply unit 11
12 first series group 121 first MOSFET
122 second MOSFET 123 first connection point
13 second series group 131 third MOSFET
132 fourth MOSFET 133 fuel cell
134 second connection point of capacitor battery 135
14 output 2 electric engine unit
3 control unit 4 bidirectional converter
41 a first input/output terminal 42 a second input/output terminal
43 fifth MOSFET 44 sixth MOSFET
45 seventh MOSFET 46 eighth MOSFET
47 capacitor 48 inductor
5 leakage detecting unit 51 first circuit group
511 a first diode 512 and a second resistor
513 second diode 514 second capacitance
52 second circuit group 53 first resistor
521 third diode 522 third resistor
523 fourth diode 524 third capacitor
61 leakage alarm unit 62 aging alarm unit
63 temperature alarm unit 71 input unit
72 temperature detector 73 voltage detector
74 timer 75 signal emitter
76A first differential amplifier 76B second differential amplifier
77A first comparator 77B second comparator
78 temperature control unit 781 heat conduction unit
782 cooling unit
Detailed Description
Example 1:
referring to fig. 1 and 2, the present invention is an on-line detecting and monitoring device for locomotive capacitors, including: the power supply unit 1 comprises an input end 11, a first series group 12, a second series group 13 and an output end 14 which are sequentially connected in parallel, the first series group 12 comprises a first MOSFET 121 and a second MOSFET 122 which are sequentially connected in series, the second series group 13 comprises a third MOSFET 131, a fuel cell 133, a fourth MOSFET 132 and a capacitor cell 134 which are sequentially connected in series, a first connection point 123 is arranged between the first MOSFET 121 and the second MOSFET 122, the fuel cell 133 and the fourth MOSFET 132 are provided with a second connection point 135, and the first connection point 123 is electrically connected with the second connection point 135; the output 14 is electrically connected directly or indirectly to the electric motor unit 2.
The control unit 3 is respectively electrically connected to the first to fourth MOSFETs 121, 122, 131 and 132 for respectively controlling the first to fourth MOSFETs 121, 122, 131 and 132 to be turned on or off; when the control unit 3 determines that the power supply unit 1 is in the discharging state, then determines the magnitude of the output voltage of the output terminal 14, and when the output voltage of the output terminal 14 is smaller than a first default voltage value, the control unit 3 controls the second and third MOSFETs 122 and 131 to be turned on and the first and fourth MOSFETs 121 and 132 to be turned off, respectively, so as to form a state where the fuel cell 133 alone supplies power 2 to the electric engine unit; when the output voltage of the output terminal 14 is between a first default voltage value and a second default voltage value, the control unit 3 controls the third and fourth MOSFETs 131 and 132 to be turned on and the first and second MOSFETs 121 and 122 to be turned off, respectively, so as to form a state where the capacitor 134 is connected in series with the fuel cell 133 to supply power 2 to the electric motor unit; when the output voltage of the output terminal 14 is greater than a second default voltage value, the control unit 3 controls the first and fourth MOSFETs 121 and 132 to be turned on and the second and third MOSFETs 122 and 131 to be turned off, respectively; the first default voltage value is smaller than the second default voltage value, which results in a state where the capacitor battery 134 alone powers the electric engine unit 2.
Because the power required by the electric engine unit 2 is higher when the locomotive brakes to decelerate or starts to accelerate, the invention detects and monitors the use state of the electric engine unit 2 on line, and controls and adjusts the fuel cell 133 and the capacitor cell 134 to be supplied with power singly or in series according to the use state, so that the power supply unit 1 has better energy use effect, simultaneously can avoid the problems of accelerated aging and the like, and can improve the use efficiency of the capacitor cell 134.
Example 2:
referring to fig. 1 and 2, under the condition that the output end 14 is indirectly electrically connected to the electric engine unit 2, a bidirectional converter 4 is disposed between the output end 14 and the electric engine unit 2; the bidirectional converter 4 comprises a first input/output terminal 41, a fifth MOSFET 43, a sixth MOSFET 44, a capacitor 47 and a second input/output terminal 42 which are sequentially connected in parallel, a seventh MOSFET 45 is arranged between the first input/output terminal 41 and the fifth MOSFET 43, an inductor 48 is arranged between the fifth MOSFET 43 and the sixth MOSFET 44, and an eighth MOSFET 46 is arranged between the sixth MOSFET 44 and the capacitor 47; the control unit 3 is respectively electrically connected with the fifth to eighth MOSFETs 43, 44, 45 and 46 to respectively control the fifth to eighth MOSFETs 43, 44, 45 and 46 to be turned on or off; the control unit 3 detects the current value of the electric motor unit 2, and when the current value of the electric motor unit 2 is a negative value, the control unit 3 determines that the power supply unit 1 is in a discharge state, and at this time, the operation is performed according to embodiment 1.
When the current value of the electric engine unit 2 is a positive value, the control unit 3 determines that the power supply unit 1 is in a charging state, and when the output voltage of the output terminal 14 is smaller than a third default voltage value, the control unit 3 controls the first, fourth, and seventh MOSFETs 121, 132, and 45 to be turned on and the second, third, and fifth MOSFETs 122, 131, and 43 to be turned off, respectively, and at this time, the electric engine unit 2 charges the capacitor battery 134, and since the sixth and eighth MOSFETs 44 and 46 perform synchronous rectification, the circuit can be equivalent to a buck converter to charge the capacitor battery 134. When the eighth MOSFET 46 is turned on, current charges the inductor 48 and the capacitor 134, and when the sixth MOSFET 44 is turned on, the inductor 48 charges the capacitor 134.
When the output voltage of the output terminal 14 is greater than a third default voltage value, the control unit 3 turns off the first and fourth MOSFETs 121 and 132, respectively; the third default voltage value is greater than the second default voltage value. At this time, the bidirectional converter 4 is in the buck-boost mode, and the fifth and eighth MOSFETs 43 and 46 are driven synchronously, and the sixth and seventh MOSFETs 44 and 45 are driven synchronously. When the fifth and eighth MOSFETs 43, 46 are turned on, the inductor 48 is charged with current, and when the sixth and seventh MOSFETs 44, 45 are turned on, the inductor 48 charges the fuel cell 133.
Example 3:
referring to fig. 3, 2 and 1, a leakage detection unit 5 is disposed between the bidirectional converter 4 and the electric engine unit 2, the leakage detection unit 5 includes a first circuit group 51, a second circuit group 52 and a first resistor 53, the first circuit group 51 and the second circuit group 52 are connected in parallel and then respectively connected in series with a ground terminal 54 and the second input/output terminal 42, the first circuit group 51 includes a first diode 511 and a second resistor 512, an anode of the first diode 511 is connected in series with the second resistor 512 and then connected in parallel with a second diode 513 and then connected in series with a second capacitor 514, and a cathode of the second diode 513 is adjacent to the second capacitor 514; the second circuit group 52 includes a third diode 521 and a third resistor 522, a cathode of the third diode 521 is connected in series with the third resistor 522, then is connected in parallel with a fourth diode 523, and then is connected in series with a third capacitor 524, an anode of the fourth diode 523 is adjacent to the third capacitor 524, and the second capacitor 514 and the third capacitor 524 are electrically connected to the ground terminal; the first resistor 53 is electrically connected to the second input/output terminal 42 and the ground terminal 54, respectively; when the leakage current is detected by the leakage detecting unit 5, the control unit 3 controls the power supply unit 1 to stop working and starts the leakage alarming unit 61 to work.
Therefore, when the leakage current occurs, the power supply unit can be closed in real time to avoid damage and waste of redundant energy, and the leakage alarm unit 61 is started to provide attention to relevant personnel for repair.
Example 4:
in example 3, the leakage detecting unit 5 is configured to:
IGN(t)＝IC1(t)+IC2(t)
where C1 is the capacitance value of the second capacitance 514, C2 is the capacitance value of the third capacitance 522, IC1Is the value of current, I, flowing through the second diode 512C2Is the value of the current, I, flowing through the fourth diode 523GNCurrent value, R, of leakage currentNIs the resistance value, V, of the first resistorC1Initial voltage value, V, of C1C2Initial voltage value of C2, UdcIs a VC1And VC2The sum of (a); when I isGNA value of greater than 0 indicates a leakage current.
IC1The energy stored in the second capacitor 514 is discharged, when a leakage current occurs, the energy stored in the second capacitor 514 is discharged through the first diode 511 and the second resistor 512, and the initial voltage value V is gradually reduced due to the gradual decrease of the energy stored in the second capacitor 514C1Will also gradually fall. Finally, when the steady state balance is reached, the initial voltage value V isC1Will remain at a lower voltage and the second capacitor 514 will no longer discharge energy, representing a path for leakage current that will be interrupted.
IC2The dc current flows through the first resistor 511 at the leakage point, then charges the third capacitor 522 with stored energy, and then flows through the second diode 513 back to the negative terminal of the dc source. The initial voltage value V of the third capacitor 522 is increased due to the increase of the stored energy thereofC2Will also increase. Finally, when steady state equilibrium is reached, VC2Will remain at a greater voltage. When leakage current occurs, then VC2Greater than VC1In the opposite case, then VC1Greater than VC2。
The magnitude of the leakage current is affected by the second capacitor 514, the third capacitor 524, the second resistor 512 and the third resistor 522, so that the magnitude of the leakage current and the time thereof can be changed by changing the parameter values of the second capacitor 514, the third capacitor 524, the second resistor 512 and the third resistor 522, so as to change the overall detection sensitivity. Thus, when a leakage current occurs, the leakage current can be detected simply and quickly by the leakage detecting unit 5.
Example 5:
referring to fig. 4, the input unit 71 is configured to input a standard operating voltage value, a standard operating temperature value, and a service life value to the control unit 3, wherein the service life value has different service life values according to specifications, brands, and the like of different capacitor batteries; the temperature detector 72 is disposed outside the capacitor 134, and the temperature detector 72 can transmit the measured temperature value to the control unit 3; the voltage detector 73 is disposed at the output end of the capacitor 134, and the voltage detector 73 can transmit the measured voltage value to the control unit 3; the timer 74 is used for detecting the working time of the capacitor 134 and transmitting a time detection value to the control unit 3; the control unit 3, according to the temperature value, the voltage value, the time detection value, the working voltage value and the working temperature value, according to a formula:
performing an operation in which teqIs equivalent time value, T is the time detection value, v is the voltage value, T is the temperature value, v is0Is a standard operating voltage value, T0Is a standard operating temperature value; the control unit 3 subtracts the equivalent time value from the service life value to obtain a remaining life value, and when the remaining life value is less than or equal to 0, the control unit 3 determines that the capacitor battery 134 is aged and controls the aging alarm unit 62 to operate.
Since the general capacitor battery has the optimum working temperature range and voltage range, if the working conditions of the general capacitor battery are not in the working temperature range and voltage range, the problems of aging and the like are easily caused. Therefore, the present invention establishes a capacitor battery aging model, calculates the equivalent time value by detecting the working environment of the capacitor battery 134, such as a temperature value and a voltage value, and working time, and represents the life value of the capacitor battery 134 lost due to working in the working environment, so that the life value can be subtracted from the equivalent time value by the service life value to obtain the remaining life value of the capacitor battery 134, when the remaining life value is less than or equal to 0, it represents that the capacitor battery 134 is aged, and at this time, the control unit 3 controls the aging alarm unit 62 to work to remind relevant people of paying attention to replacing the capacitor battery 134
Example 6:
in addition to using the method of embodiment 5 to determine whether the capacitor battery 134 is aged, it is also possible to determine whether the capacitor battery 134 is aged according to the equivalent series resistance value because the equivalent series resistance value is continuously increased when the capacitor battery 134 is aged, and using this characteristic, the present invention further provides another embodiment 6 to introduce another means for determining whether the capacitor battery 134 is aged.
Referring to the figure, the signal transmitter 75 transmits a test signal to the capacitor 134; the first differential amplifier 76A and the second differential amplifier 76B are respectively electrically connected to the capacitor battery 134, the first differential amplifier 76A is used for capturing a sine wave voltage of the capacitor battery 134, and the first comparator 77A converts the sine wave voltage into a square wave voltage and transmits the square wave voltage to the control unit 3; the second differential amplifier 76B is used for capturing the sine wave current of the capacitor 134, and the second comparator 77B converts the sine wave current into a square wave current and transmits the square wave current to the control unit 3; the control unit 3 calculates a phase difference, a voltage wave peak value, a voltage wave valley value, a current wave peak value and a current wave valley value according to the square wave current and the square wave voltage, and then the control unit 3 calculates a phase difference, a voltage wave peak value, a voltage wave valley value, a current wave peak value and a current wave valley value according to a formula according to the voltage wave peak value, the voltage wave valley value, the current wave peak value and the current wave valley value
Calculating an impedance value, wherein Z is the impedance value, v1Is the peak value v of the voltage wave2Is the voltage wave trough value, I1Is that it isPeak value of current wave, I2Is the current wave valley value, and then according to the impedance value and the phase difference, according to a formula Z < theta ═ ESR-jXcCalculating an equivalent series impedance value, wherein &isphase difference, XcIs the capacitance value of the capacitor, and ESR is the equivalent series resistance value; when the equivalent series resistance value exceeds a default value, the control unit 3 determines that the capacitor battery 134 is aged, and controls the aging alarm unit 62 to operate.
The embodiment is to detect and monitor the aging state of the capacitor 134 when the locomotive is stationary, so that the capacitor 134 can be repaired and replaced in advance when aging occurs, and damage to the locomotive during operation can be avoided.
Example 7:
in this embodiment, the temperature detected in embodiment 5 may be used for temperature control, when the temperature value is lower than the working temperature range value of the capacitor battery 134, the control unit 3 controls the temperature control unit 78 to heat the capacitor battery 134, and when the temperature value is higher than the working temperature range value of the capacitor battery 134, the control unit 3 controls the temperature control unit 78 to cool the capacitor battery 134.
Therefore, the capacitor battery 134 can be controlled to work within the optimal working temperature range, the overall power supply quality and the power supply efficiency can be improved as much as possible, and the problem that the capacitor battery 134 is aged early due to the influence of temperature can be avoided.
Example 8:
in addition to using the content of embodiment 7 to maintain the operating temperature of the capacitor 134, the present invention can also use the ESR obtained in embodiment 6 to predict in advance, and because of the characteristics of the capacitor, the lower the ESR is, the higher the capacitor temperature is, and the lower the capacitor temperature is, the higher the ESR is, so that when the difference between the ESR before and after a unit time is lower than a preset difference, it means that the ESR is gradually and rapidly decreased, which means that the temperature of the capacitor 134 will rapidly increase, and at this time, the control unit 3 controls the temperature control unit 75 to decrease the temperature of the capacitor 134, so that the capacitor 134 can be cooled preventively in advance, and the negative effect on the capacitor 134 when the temperature is too high can be avoided.
Example 9:
next, an embodiment of the temperature control unit 78 is described, where the temperature control unit 78 includes a heat conducting unit 781 and a cooling unit 782, one end of the heat conducting unit 781 is connected to the capacitor battery 134, and the cooling unit 782 is connected to the capacitor battery 781; when the temperature value is lower than the working temperature range value of the capacitor battery 134, the control unit 3 controls the other end of the heat conducting unit 781 to be connected to the electric engine unit 2, so as to guide the heat energy generated by the electric engine unit 2 to the capacitor battery 134, so as to heat the capacitor battery 134. When the temperature detection value is higher than the working temperature range value of the capacitor battery 134, the control unit 3 controls the cooling unit 782 to cool the capacitor battery 134.
The most particular example of this embodiment is to utilize the heat energy generated by the electric engine unit 2 during operation to cool the capacitor 134, so as to improve the overall energy utilization rate and achieve the temperature control effect.
Example 10:
in addition to the temperature control of the foregoing embodiment, in order to avoid the damage of the capacitor 134 due to an excessive temperature, when the temperature value is higher than a first temperature default value, the control unit 134 controls the temperature alarm unit 63 to activate to remind the relevant personnel to pay attention and to implement a strain mode in advance, wherein the temperature default value is higher than the operating temperature range value. And when the temperature value is higher than the second temperature default value, the control unit 3 directly or indirectly controls the capacitor 134 to stop working.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (9)
1. The utility model provides a locomotive capacitance on-line measuring and monitoring device which characterized in that includes: the power supply unit comprises an input end, a first series group, a second series group and an output end which are sequentially connected in parallel, the first series group comprises a first MOSFET and a second MOSFET which are sequentially connected in series, the second series group comprises a third MOSFET, a fuel cell, a fourth MOSFET and a capacitor battery which are sequentially connected in series, a first connecting point is arranged between the first MOSFET and the second MOSFET, the fuel cell and the fourth MOSFET are provided with a second connecting point, and the first connecting point is electrically connected with the second connecting point; the output is directly or indirectly electrically connected with the electric engine unit; the control unit is respectively connected with the first MOSFET, the second MOSFET and the fourth MOSFET in an electric signal mode so as to respectively control the first MOSFET, the second MOSFET and the fourth MOSFET to be switched on or switched off; when the control unit judges that the power supply unit is in a discharging state, the output voltage of the output end is judged, and when the output voltage of the output end is smaller than a first default voltage value, the control unit respectively controls the second MOSFET and the third MOSFET to be switched on and the first MOSFET and the fourth MOSFET to be switched off; when the output voltage of the output end is between a first default voltage value and a second default voltage value, the control unit respectively controls the third MOSFET and the fourth MOSFET to be switched on and the first MOSFET and the second MOSFET to be switched off; when the output voltage of the output end is larger than a second default voltage value, the control unit respectively controls the first MOSFET and the fourth MOSFET to be switched on and the second MOSFET and the third MOSFET to be switched off; the first default voltage value is less than the second default voltage value; under the condition that the output end is indirectly and electrically connected with the electric engine unit, a bidirectional converter is arranged between the output end and the electric engine unit; the bidirectional converter comprises a first output/input end, a fifth MOSFET, a sixth MOSFET, a capacitor and a second output/input end which are sequentially connected in parallel, wherein a seventh MOSFET is arranged between the first output/input end and the fifth MOSFET, an inductor is arranged between the fifth MOSFET and the sixth MOSFET, and an eighth MOSFET is arranged between the sixth MOSFET and the capacitor; the control unit is respectively connected with the fifth MOSFET, the eighth MOSFET and the fourth MOSFET in an electric signal mode so as to respectively control the fifth MOSFET, the eighth MOSFET and the fourth MOSFET to be switched on or switched off; the control unit detects the current value of the electric engine unit, and when the current value of the electric engine unit is a negative value, the control unit judges that the power supply unit is in a discharging state; when the current value of the electric engine unit is a positive value, the control unit judges that the power supply unit is in a charging state, and when the output voltage of the output end is smaller than a third default voltage value, the control unit respectively controls the first MOSFET, the fourth MOSFET and the seventh MOSFET to be switched on and the second MOSFET, the third MOSFET and the fifth MOSFET to be switched off; when the output voltage of the output end is greater than a third default voltage value, the control unit respectively cuts off the first MOSFET and the fourth MOSFET; the third default voltage value is greater than the second default voltage value.
2. The locomotive capacitor on-line detection and monitoring device according to claim 1, wherein a leakage detection unit is disposed between the bidirectional converter and the electric engine unit, the leakage detection unit includes a first circuit group, a second circuit group, and a first resistor, the first circuit group and the second circuit group are connected in parallel and then connected in series with a ground terminal and the second input/output terminal, respectively, the first circuit group includes a first diode and a second resistor, an anode of the first diode is connected in series with the second resistor and then connected in parallel with a second diode and then connected in series with a second capacitor, and a cathode of the second diode is adjacent to the second capacitor; the second circuit group comprises a third diode and a third resistor, the cathode of the third diode is connected with the third resistor in series and then connected with a fourth diode in parallel and then connected with a third capacitor in series, the anode of the fourth diode is adjacent to the third capacitor, and the second capacitor and the third capacitor are electrically connected with the ground terminal; the first resistor is electrically connected with the second input/output terminal and the grounding terminal respectively; when the leakage current detection unit detects the leakage current, the control unit controls the power supply unit to stop working and starts the leakage alarm unit to work.
3. The locomotive capacitor online detection and monitoring device of claim 2, wherein the leakage detection unit is configured to:
IGN(t)＝IC1(t)+IC2(t)
wherein C1 is the capacitance value of the second capacitance, C2 is the capacitance value of the third capacitance, IC1Is the value of current, I, flowing through the second diodeC2Is the value of current, I, flowing through the fourth diodeGNCurrent value, R, of leakage currentNIs the resistance value, V, of the first resistorC1Initial voltage value, V, of C1C2Initial voltage value of C2, UdcIs a VC1And VC2The sum of (a);
when I isGNA value of greater than 0 indicates a leakage current.
4. The locomotive capacitor online detection and monitoring device of claim 3, wherein the input unit is configured to input a standard operating voltage value, a standard operating temperature value and a service life value to the control unit; the temperature detector is arranged outside the capacitor battery and can be used for transmitting the measured temperature value to the control unit; the voltage detector is arranged onThe voltage detector can be used for transmitting a measured voltage value to the control unit; the timer can be used for detecting the actuation time of the capacitor battery and transmitting a time detection value to the control unit; the control unit is used for controlling the working voltage value and the working temperature value according to the formula:
performing an operation in which teqIs equivalent time value, T is the time detection value, v is the voltage value, T is the temperature value, v is0Is a standard operating voltage value, T0Is a standard operating temperature value; and the control unit subtracts the equivalent time value from the service life value to obtain a residual life value, and when the residual life value is less than or equal to 0, the control unit judges that the capacitor battery is aged and controls the aging alarm unit to actuate.
5. The locomotive capacitance on-line detection and monitoring device according to claim 4, wherein a signal transmitter transmits a test signal to the capacitive battery; the first differential amplifier and the second differential amplifier are respectively connected with the capacitor battery through electric signals, the first differential amplifier is used for capturing the sine wave voltage of the capacitor battery, and the first comparator converts the sine wave voltage into square wave voltage and then transmits the square wave voltage to the control unit; the second differential amplifier is used for capturing the sine wave current of the capacitor battery, and a second comparator converts the sine wave current into square wave current and then transmits the square wave current to the control unit; the control unit calculates phase difference, voltage wave peak value, voltage wave valley value, current wave peak value and current wave valley value according to the square wave current and the square wave voltage, and then the control unit calculates phase difference, voltage wave peak value, voltage wave valley value, current wave peak value and current wave valley value according to the voltage wave peak value, the voltage wave valley value, the current wave peak value and the current wave valley value and according to a formula
Calculating out impedance valueWherein Z is an impedance value, v1Is the peak value v of the voltage wave2Is the voltage wave trough value, I1Is the peak value of the current wave, I2Is the current wave valley value, and then according to the impedance value and the phase difference, according to a formula Z < theta ═ ESR-jXcCalculating an equivalent series impedance value, wherein &isphase difference, XcIs the capacitance value of the capacitor, and ESR is the equivalent series resistance value; when the equivalent series impedance value exceeds a default value, the control unit judges that the capacitor battery is aged and controls the aging alarm unit to actuate.
6. The locomotive capacitor online detection and monitoring device according to claim 5, wherein when the temperature value is lower than the working temperature range value of the capacitor battery, the control unit controls the temperature control unit to heat the capacitor battery, and when the temperature value is higher than the working temperature range value of the capacitor battery, the control unit controls the temperature control unit to cool the capacitor battery.
7. The locomotive capacitance on-line detection and monitoring device according to claim 6, wherein when the difference of ESR per unit time is lower than a preset difference, the control unit controls the temperature control unit to cool down the capacitor battery.
8. The locomotive capacitance online detection and monitoring device according to claim 7, wherein the temperature control unit comprises a heat conducting unit and a cooling unit, one end of the heat conducting unit is connected with the capacitance battery, and the cooling unit is connected with the capacitance battery; when the temperature value is lower than the working temperature range value of the capacitor battery, the control unit controls the other end of the heat conduction unit to be connected with the electric engine unit so as to guide the heat energy generated by the electric engine unit to the capacitor battery to heat the capacitor battery, and when the temperature detection value is higher than the working temperature range value of the capacitor battery, the control unit controls the cooling unit to cool the capacitor battery.
9. The locomotive capacitance on-line detection and monitoring device according to claim 8, wherein when the temperature value is higher than a first temperature default value, the control unit controls a temperature alarm unit to operate, and the temperature default value is higher than the operating temperature range value; when the temperature value is higher than a second temperature default value, the control unit directly or indirectly controls the capacitor battery to stop working.
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