CN111487558B - Fault positioning device and method for high-voltage system of train - Google Patents
Fault positioning device and method for high-voltage system of train Download PDFInfo
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- 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
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- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
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Abstract
The embodiment of the invention provides a fault positioning device and a method for a high-voltage system of a train, wherein the device comprises the following steps: the device comprises a first current detection component, a second current detection component, a current acquisition module and an analysis module; the first current detection component is arranged at a roof high-voltage bus of a first compartment to be positioned of the train and is used for collecting the current value of the high-voltage bus of the first compartment to be positioned of the train; the second current detection component is arranged at a roof high-voltage bus of the second carriage to be positioned of the train and is used for collecting the current value of the high-voltage bus of the second carriage to be positioned of the train; the current acquisition module is respectively connected with the first current detection component and the second current detection component, acquires current values acquired by the first current detection component and the second current detection component and transmits the current values to the analysis module; the analysis module acquires first fault information from the traction converter, and determines the position of a ground fault point of the high-voltage system of the train according to the current values acquired by the first current detection component and the second current detection component and the first fault information.
Description
Technical Field
The invention relates to the electrical field, in particular to a fault positioning device and method for a high-voltage system of a train.
Background
High voltage cables are currently arranged on the 3 rd, 4 th, 5 th and 6 th cars of the train, so that once a high voltage system of the train fails (such as a ground fault of the high voltage system of the train), the high voltage system failure can only occur at the 3 rd, 4 th, 5 th or 6 th car.
In the prior art, current detection components, such as a current transformer installed on the entire vehicle network side, a current transformer installed on the primary side of the transformer, and a current transformer installed on the ground side of the transformer, are respectively provided on the 3 rd compartment and the 6 th compartment. The current transformers are matched with other electrical equipment in the train, and can detect fault points of a high-voltage system of the train to a certain extent.
In the prior art, the basic steps of the method for locating the ground fault of the high-voltage system of the train comprise: firstly, current at the side of a pantograph vehicle network, a current signal at the front end of a traction transformer and a current signal at the rear end of the traction transformer are collected through the traction converter; then, by comparing the difference of the values of the current detection components and integrating the lifting state of the pantograph, the fault point of the high-voltage system is diagnosed to be located in a compartment where the pantograph is located or a compartment without the pantograph (referred to as a non-pantograph-located compartment), and finally fault information is reported through a train communication network.
The method for locating the fault of the high-voltage train system in the prior art is limited by the number and the installation positions of current detection components in the existing train, the fault can only be located to a carriage where a pantograph is located or a carriage where a pantograph is not located, the fault point range is wide, and particularly the fault point range cannot be directly located to a 4 th carriage and a 5 th carriage (the two carriages are not provided with the pantograph). In the process of emergency diagnosis and disposal of faults in the existing after-sale operation of the vehicle, the high-voltage faults of the 4 th compartment and the 5 th compartment are not judged timely enough, and the fault diagnosis efficiency is low.
Disclosure of Invention
The embodiment of the invention provides a fault positioning device and method for a train high-voltage system, which are used for solving the defects of low fault positioning precision and low fault diagnosis efficiency of the fault positioning device and the fault positioning method for the train high-voltage system in the prior art.
An embodiment of the first aspect of the present invention provides a train high-voltage system fault location device, including: a first current detection part 201, a second current detection part 202, a current collection module 203 and an analysis module 204; wherein,
the first current detection component 201 is arranged at a roof high-voltage bus of a first compartment to be positioned of the train and is used for collecting a current value of the high-voltage bus of the first compartment to be positioned of the train;
the second current detection component 202 is arranged at a roof high-voltage bus of a second carriage to be positioned of the train and is used for collecting the current value of the high-voltage bus of the second carriage to be positioned of the train;
the current collection module 203 is connected to the first current detection component 201 and the second current detection component 202, respectively, obtains current values collected by the first current detection component 201 and the second current detection component 202, and transmits the current values to the analysis module 204 connected thereto;
the analysis module 204 is connected with a traction converter in the train, acquires first fault information from the traction converter, and determines the position of a ground fault point of a train high-voltage system according to the current values acquired by the first current detection component 201 and the second current detection component 202 and the first fault information; the first fault information comprises a candidate position of a ground fault point of the high-voltage system of the train and current values acquired by current detection components positioned in a first pantograph installation carriage and a second pantograph installation carriage in the train;
the first to-be-positioned carriage is a carriage which is arranged between the first pantograph installation carriage and the second pantograph installation carriage on the train and is close to the first pantograph installation carriage; the second carriage to be positioned is a carriage which is arranged between the first pantograph installation carriage and the second pantograph installation carriage on the train and is close to the second pantograph installation carriage.
In the above technical solution, the first current detection component 201 and the second current detection component 202 are current transformers.
In the above technical solution, the current collecting module 203 further stores the current values collected by the first current detecting component 201 and the second current detecting component 202.
An embodiment of a second aspect of the present invention provides a train high-voltage system fault location method implemented based on the train high-voltage system fault location device described in the embodiment of the first aspect of the present invention, including:
acquiring current values acquired by the first current detection part 201 and the second current detection part 202;
acquiring first fault information from a traction converter of a train; the first fault information comprises candidate positions of ground fault points of a high-voltage system of the train and current values acquired by current detection parts positioned in a first pantograph installation carriage and a second pantograph installation carriage in the train;
and determining the position of a ground fault point of the train high-voltage system according to the current values acquired by the first current detection component 201 and the second current detection component 202 and the first fault information.
In the above technical solution, the determining the position of the ground fault point of the train high-voltage system according to the current values acquired by the first current detecting component 201 and the second current detecting component 202 and the first fault information includes:
determining that the candidate position of the ground fault point of the high-voltage train system is a carriage where a non-pantograph is located according to the first fault information; the train at which the pantograph is not located is a train except for a train at which the pantograph is located, and the train at which the pantograph is located is a train at which the pantograph currently in contact with a power grid is located;
the position of the ground fault point is determined in the compartment where the non-pantograph is located, by combining the comparison result of the current value collected by the first current detection means 201 with the first threshold value and the comparison result of the current value collected by the second current detection means 202 with the second threshold value.
In the technical scheme, the carriage where the non-pantograph is located is a carriage from a first carriage to be positioned to a second carriage where the pantograph is installed; the determining, in combination with a comparison result of the current value acquired by the first current detection part 201 and the first threshold value and a comparison result of the current value acquired by the second current detection part 202 and the second threshold value, a position of the ground fault point in the vehicle compartment in which the non-pantograph is located includes:
when the current value collected by the first current detection component 201 is greater than or equal to a first threshold value and the current value collected by the second current detection component 202 is greater than or equal to a second threshold value, the ground fault point is located on the high-voltage bus between the second current detection component 202 and the second pantograph installation compartment;
when the current value collected by the first current detection component 201 is greater than or equal to a first threshold value and the current value collected by the second current detection component 202 is smaller than a second threshold value, the ground fault point is located on the high-voltage bus between the first current detection component 201 and the second current detection component 202;
when the current value collected by the first current detection component 201 is smaller than the first threshold value and the current value collected by the second current detection component 202 is smaller than the second threshold value, the ground fault point is located between the first car to be positioned on the high-voltage bus and the first current detection component 201.
In the technical scheme, the carriage where the non-pantograph is located is a carriage from a first pantograph installation carriage to a second carriage to be positioned; the determining, in combination with a comparison result of the current value acquired by the first current detection part 201 and the first threshold value and a comparison result of the current value acquired by the second current detection part 202 and the second threshold value, a position of the ground fault point in the vehicle compartment in which the non-pantograph is located includes:
when the current value collected by the first current detection part 201 is greater than or equal to a first threshold value and the current value collected by the second current detection part 202 is greater than or equal to a second threshold value, the ground fault point is located on the high-voltage bus between the first pantograph installation compartment and the first current detection part 201;
when the current value collected by the first current detection component 201 is smaller than a first threshold value and the current value collected by the second current detection component 202 is greater than or equal to a second threshold value, the ground fault point is located on the high-voltage bus between the first current detection component 201 and the second current detection component 202;
when the current value collected by the first current detection component 201 is smaller than a first threshold value and the current value collected by the second current detection component 202 is smaller than a second threshold value, the ground fault point is located at a position between a second carriage to be positioned on the high-voltage bus and the second current detection component 202.
In the above technical solution, the determining the position of the ground fault point of the train high-voltage system according to the current values collected by the first current detecting component 201 and the second current detecting component 202 and the first fault information includes:
determining a candidate position of a ground fault point of the train high-voltage system as a position between a fourth current detection component 102 and a seventh current detection component 105 in the train according to the first fault information; wherein the fourth current detecting part 102 is installed on the high-voltage bus of the first pantograph installation carriage of the train, and the seventh current detecting part 105 is installed on the high-voltage bus of the second pantograph installation carriage of the train;
and determining the position of the ground fault point according to the difference of the current values collected by the current detection components adjacent to each other in the fourth current detection component 102, the first current detection component 201, the second current detection component 202 and the seventh current detection component 105.
In the above technical solution, the determining the position of the ground fault point according to the difference between the current values collected by the current detection components adjacent to each other in the fourth current detection component 102, the first current detection component 201, the second current detection component 202, and the seventh current detection component 105 includes:
when the absolute value of the difference between the current value collected by the first current detection part 201 and the current value collected by the second current detection part 202 is greater than a third threshold, the ground fault point is located on the high-voltage bus between the first current detection part 201 and the second current detection part 202;
when the absolute value of the difference between the current value collected by the fourth current detection component 102 and the current value collected by the first current detection component 201 is greater than a fourth threshold, a ground fault point is located on the high-voltage bus at a position between the fourth current detection component 102 and the first current detection component 201;
when the absolute value of the difference between the current value collected by the second current detection part 202 and the current value collected by the seventh current detection part 105 is greater than a fifth threshold, the ground fault point is located on the high-voltage bus at a position between the second current detection part 202 and the seventh current detection part 105.
In the above technical solution, the values of the third threshold, the fourth threshold, and the fifth threshold are set according to actual conditions.
The device and the method for positioning the fault of the high-voltage system of the train provided by the embodiment of the invention provide richer fault data sources and fault judgment bases for train fault positioning by arranging the new current detection points in the first carriage to be positioned and the second carriage to be positioned of the train, and can realize more accurate positioning of the fault point by combining the existing fault positioning information.
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 some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of a fault locating device for a high-voltage train system in the prior art;
fig. 2 is a schematic diagram of a fault location device for a high-voltage system of a train according to an embodiment of the invention;
fig. 3 is a flowchart of a fault location method for a high-voltage train system according to an embodiment of the present invention.
101 third current detection part 102 fourth current detection part
103 fifth current detecting section 104 sixth current detecting section
105 seventh current detecting section 106 eighth current detecting section
201 first current detection part 202 second current detection part
203 current collection module 204 analysis module
205 first traction transformer 206 second traction transformer
207 first traction converter 208 first traction converter
209 third traction converter 210 fourth traction converter
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without inventive step based on the embodiments of the present invention, are within the scope of protection of the present invention.
The train high-voltage fault location device provided by the embodiment of the invention needs to be matched with the existing electric components in the train, so for facilitating understanding, before the train high-voltage fault location device provided by the embodiment of the invention is explained, the existing components related to high-voltage fault location in the train are firstly explained.
Fig. 1 is a schematic diagram of a fault location device for a high-voltage system of a train in the prior art, and as shown in fig. 1, the device comprises: third current detection means 101, fourth current detection means 102, fifth current detection means 103, sixth current detection means 104, seventh current detection means 105, and eighth current detection means 106; the third current detection component 101, the fourth current detection component 102 and the fifth current detection component 103 are all installed on the 3 rd car, the third current detection component 101 is located on the whole vehicle network side, the fourth current detection component 102 is located on the primary side of the transformer (for example, installed on the high-voltage bus of the 3 rd car), and the fifth current detection component 103 is located on the transformer grounding side. The sixth current detecting member 104, the seventh current detecting member 105, and the eighth current detecting member 106 are mounted on the 6 th car, the sixth current detecting member 104 is located on the entire grid side, the seventh current detecting member 105 is located on the primary side of the transformer (for example, mounted on the high-voltage bus of the 6 th car), and the eighth current detecting member 106 is located on the transformer ground side.
The current detection components are usually current transformers, the current values collected by the current detection components are compared with current signals collected by a traction converter in a train at the pantograph car network side, the front end of a traction transformer and the rear end of the traction transformer, and the comparison result is combined with the lifting state of a pantograph to obtain first fault information. The first fault information can indicate that the fault point of the high-voltage train system is located in the 3 rd compartment (the compartment where the first pantograph is located) or the 4 th to 6 th compartments (the compartment where the first pantograph is not located), or located in the 6 th compartment (the compartment where the second pantograph is located) or the 3 rd to 5 th compartments (the compartment where the second pantograph is not located). It is clear that the localization of the fault given by the first fault information is not accurate enough, especially when the fault occurs on the 4 th car or the 5 th car.
Fig. 2 is a schematic view of a train high-voltage system fault location device provided in an embodiment of the present invention, and as shown in fig. 2, the train high-voltage system fault location device provided in an embodiment of the present invention includes: a first current detection part 201, a second current detection part 202, a current collection module 203 and an analysis module 204.
The first current detection component 201 is arranged at a roof high-voltage bus of a first car to be positioned of the train and used for collecting the current value of the high-voltage bus of the first car to be positioned.
The second current detection component 202 is arranged at a roof high-voltage bus of a second carriage to be positioned of the train and is used for collecting the current value of the high-voltage bus of the second carriage to be positioned.
The first current detection means 201 and the second current detection means 202 are means capable of detecting the current value of the high-voltage cable without damaging the high-voltage cable. In the embodiment of the present invention, the first current detecting component 201 and the second current detecting component 202 are both current transformers, and in other embodiments of the present invention, the first current detecting component 201 and the second current detecting component 202 may also be other current detecting components meeting requirements.
The first current detection part 201 and the second current detection part 202 are connected with the current collection module 203 through a shielded cable. The current collection module 203 obtains the high-voltage bus current value of the first car to be positioned and the high-voltage bus current value of the second car to be positioned from the first current detection part 201 and the second current detection part 202 respectively, stores the collected current data, and transmits the collected current data to the analysis module 204.
The analysis module 204 obtains the high-voltage bus current value of the first car to be positioned and the high-voltage bus current value of the second car to be positioned from the current collection module 203, obtains first fault information sent by an external traction converter through a train communication network, and performs fault positioning according to the current data and the first fault information collected by the first current detection component 201 and the second current detection component 202 to obtain second fault information.
The first to-be-positioned carriage is a carriage which is arranged between the first pantograph installation carriage and the second pantograph installation carriage on the train and is close to the first pantograph installation carriage; the second carriage to be positioned is a carriage which is arranged between the first pantograph installation carriage and the second pantograph installation carriage on the train and is close to the second pantograph installation carriage.
In the embodiment of the present invention, the first pantograph installed car is the 3 rd car of the train, and the second pantograph installed car is the 6 th car of the train. Correspondingly, the first car to be positioned is the 4 th car of the train, and the second car to be positioned is the 5 th car of the train. For ease of understanding, hereinafter, the first pantograph mounting car will be referred to as the 3 rd car, the second pantograph mounting car will be referred to as the 6 th car, the first car to be positioned will be referred to as the 4 th car, and the second car to be positioned will be referred to as the 5 th car. However, it should be understood by those skilled in the art that in other embodiments of the present invention, if the installation position of the pantograph in the train (referred to as the installed car) changes, the cars to which the first pantograph-installed car, the second pantograph-installed car, the first car to be positioned, and the second car to be positioned are specifically referred to also change accordingly. But such variations do not affect the implementation of the methods provided by embodiments of the present invention.
The first fault information includes preliminary fault location information and current values collected by current detection components existing in the train (such as the third current detection component 101, the fourth current detection component 102, the fifth current detection component 103, the sixth current detection component 104, the seventh current detection component 105, and the eighth current detection component 106).
As mentioned above, the preliminary fault location information in the first fault information is not accurate enough, and if the fault point position determined by the preliminary fault location information is located in a car (a plurality of cars in the train) where the non-pantograph is located, it is impossible to determine which car is located specifically. In the embodiment of the present invention, the fault point determined by the first fault information is set as a candidate position of a ground fault point, and the analysis module 204 further specifies which car the fault point is located in within the range of the candidate position of the ground fault point by combining the current data acquired by the first current detection component 201 and the second current detection component 202 with the first fault information, so as to implement accurate positioning of the fault point.
As is known to those skilled in the art, in the event of a ground fault in a line, the resistance of the faulty line increases and the current decreases. The analysis module 204 is based on the principle, and realizes the positioning of the ground fault point by comparing the current values collected at different positions.
For ease of understanding, how the analysis module 204 performs fault location is described below in connection with specific embodiments.
In one embodiment, assume that the 3 rd car pantograph is raised (i.e., the high voltage grid is accessed through the 3 rd car pantograph). According to the fault location method in the related art, by comparing the current value collected by the third current detection means 101 and the current value collected by the sixth current detection means 104, it is possible to know that the fault point is located in the 3 rd car (car in which the pantograph is located) or the 4 th to 6 th cars (cars in which the pantograph is not located). This fault localization result is contained in the first fault information. After receiving the first fault information, the analysis module 204 achieves the purpose of further reducing the fault interval based on the first fault information and by combining the current data collected by the first current detection component 201 and the second current detection component 202.
If the first fault information has indicated explicitly that the fault point is located in car 3, the fault location is already relatively accurate and no further location is required. If the first fault information indicates that the fault point is located in 4 th to 6 th carriages, the fault position can be further defined. In particular, the present invention relates to a method for producing,
when the current value collected by the first current detection component 201 is greater than or equal to the first threshold value and the current value collected by the second current detection component 202 is greater than or equal to the second threshold value, it is proved that the circuit from the pantograph of the 3 rd car to the second current detection component 202 can work normally, and therefore the ground fault point is located between the second current detection component 202 and the 6 th car on the high-voltage bus.
When the current value collected by the first current detection part 201 is greater than or equal to the first threshold value and the current value collected by the second current detection part 202 is smaller than the second threshold value, it is proved that the circuit from the 3 rd car pantograph to the first current detection part 201 can work normally, but a fault occurs in the circuit from the 3 rd car pantograph to the second current detection part 202, and thus the ground fault point is located at a position on the high-voltage bus between the first current detection part 201 and the second current detection part 202.
When the current value collected by the first current detection part 201 is smaller than the first threshold value and the current value collected by the second current detection part 202 is smaller than the second threshold value, it is proved that the circuit from the 3 rd car pantograph to the first current detection part 201 cannot work normally, and therefore, the ground fault point is located at a position on the high-voltage bus where the 4 th car is close to the 3 rd car and between the first current detection part 201.
Similarly, if the pantograph of the 6 th compartment is raised (i.e. the pantograph of the 6 th compartment is connected to the high-voltage power grid), the fault point can be known to be located in the 6 th compartment (the compartment where the pantograph is located) or 3-5 th compartment (the compartment where the non-pantograph is located) by the fault location method in the prior art. In the case where the fault point is located in the 3 rd to 5 th cars, the ground fault point may be definitely a position between the first current detection part 201 and the second current detection part 202, or a position between the 5 th car near the 6 th car and the second current detection part 202, or a position between the 3 rd car and the first current detection part 201, in combination with a comparison result of the current value acquired by the first current detection part 201 and the corresponding threshold value and a comparison result of the current value acquired by the second current detection part 202 and the corresponding threshold value. Specifically, the method comprises the following steps:
when the current value collected by the first current detection component 201 is greater than or equal to a first threshold value and the current value collected by the second current detection component 202 is greater than or equal to a second threshold value, it is proved that the circuit from the 6 th car pantograph to the second current detection component 202 works normally and the circuit from the 6 th car pantograph to the first current detection component 201 also works normally, then the ground fault point is located at a position on the high-voltage bus between the third car and the first current detection component 201;
when the current value collected by the first current detection part 201 is smaller than a first threshold value and the current value collected by the second current detection part 202 is greater than or equal to a second threshold value, it is proved that the circuit from the 6 th car pantograph to the second current detection part 202 is working normally, and a fault occurs in the circuit from the 6 th car pantograph to the first current detection part 201, so that a ground fault point is located on the high-voltage bus between the first current detection part 201 and the second current detection part 202;
when the current value collected by the first current detection part 201 is smaller than the first threshold value and the current value collected by the second current detection part 202 is smaller than the second threshold value, it is proved that a fault occurs in the circuit from the 6 th car pantograph to the second current detection part 202, and thus the ground fault point is located on the high-voltage bus at a position between the fifth car (starting from the position close to the sixth car) and the second current detection part 202.
In another embodiment, it is also assumed that the 3 rd car pantograph is raised (i.e., the high voltage grid is connected through the 3 rd car pantograph). According to the fault location method in the related art, by comparing the current value collected by the fourth current detection part 102 and the current value collected by the seventh current detection part 105, it is possible to know the position where the ground fault point is located between the fourth current detection part 102 and the seventh current detection part 105. This fault localization result is included in the first fault information. After receiving the first fault information, the analysis module 204 achieves the purpose of further reducing the fault interval based on the first fault information and by combining the current data collected by the first current detection component 201 and the second current detection component 202. Specifically, the method comprises the following steps:
if the difference between the current value collected by the first current detection component 201 and the current value collected by the second current detection component 202 is greater than the third threshold, it is proved that the circuit at the first current detection component 201 can normally operate, but the circuit at the second current detection component 202 cannot normally operate, and therefore the ground fault point is located on the high-voltage bus between the first current detection component 201 and the second current detection component 202.
If the difference between the current value collected by the fourth current detection component 102 and the current value collected by the first current detection component 201 is greater than the fourth threshold, it is proved that the circuit at the fourth current detection component 102 can work normally, and the circuit at the first current detection component 201 cannot work normally, so that the ground fault point is located on the high-voltage bus between the fourth current detection component 102 and the first current detection component 201.
If the difference between the current value collected by the second current detection part 202 and the current value collected by the seventh current detection part 105 is greater than the fifth threshold, it is proved that the circuit at the second current detection part 202 can normally operate, but the circuit at the seventh current detection part 105 cannot normally operate, and thus the ground fault point is located on the high-voltage bus between the second current detection part 202 and the seventh current detection part 105.
Similarly, if the pantograph of the 6 th car is raised (i.e., the pantograph of the 6 th car is connected to the high-voltage grid), the position of the ground fault point can be also specified by comparing the current value collected by the fourth current detection part 102, the current value collected by the seventh current detection part 105, the current value collected by the first current detection part 201, and the current value collected by the second current detection part 202.
Specifically, if the difference between the current value collected by the second current detection component 202 and the current value collected by the first current detection component 201 is greater than the third threshold, it is proved that the circuit at the second current detection component 201 can normally operate, but the circuit at the first current detection component 202 cannot normally operate, and therefore the fault point is located on the high-voltage bus between the first current detection component 201 and the second current detection component 202.
If the difference between the current value collected by the first current detection component 201 and the current value collected by the fourth current detection component 102 is greater than the fourth threshold, it is proved that the circuit at the fourth current detection component 102 cannot normally operate, but the circuit at the first current detection component 201 can normally operate, so that the fault point is located on the high-voltage bus between the fourth current detection component 102 and the first current detection component 201.
If the difference between the current value collected by the seventh current detecting means 105 and the current value collected by the second current detecting means 202 is greater than the fifth threshold, it is proved that the circuit at the second current detecting means 202 cannot operate normally, and the circuit at the seventh current detecting means 105 can operate normally, so that the fault point is located on the high-voltage bus between the second current detecting means 202 and the seventh current detecting means 105.
In this embodiment, a simpler method is to compare the absolute value of the difference between adjacent current detection components with corresponding thresholds, and determine the position of the ground fault point according to the comparison result. By taking the absolute value for the value, it is not necessary to consider which pantograph in the train is connected with the high-voltage power grid. Specifically, the method comprises the following steps:
when the absolute value of the difference between the current value collected by the first current detection part 201 and the current value collected by the second current detection part 202 is greater than the third threshold, the ground fault point is located on the high-voltage bus at a position between the first current detection part 201 and the second current detection part 202.
When the absolute value of the difference between the current value collected by the fourth current detection part 102 and the current value collected by the first current detection part 201 is greater than the fourth threshold, the ground fault point is located on the high-voltage bus at a position between the fourth current detection part 102 and the first current detection part 201.
When the absolute value of the difference between the current value collected by the second current detection part 202 and the current value collected by the seventh current detection part 105 is larger than the fifth threshold, the ground fault point is located on the high-voltage bus at a position between the second current detection part 202 and the seventh current detection part 105.
The specific values of the first threshold, the second threshold, the third threshold, the fourth threshold and the fifth threshold related in the embodiment of the present invention may be set according to actual situations.
The train high-voltage system fault positioning device provided by the embodiment of the invention provides richer fault data sources and fault judgment bases for train fault positioning by arranging the new current detection points in the first carriage to be positioned and the second carriage to be positioned of the train, and can realize more accurate positioning of fault points by combining the existing fault positioning information.
Based on any one of the above embodiments, fig. 3 is a flowchart of a fault location method for a train high-voltage system according to an embodiment of the present invention, where the method is implemented based on a fault location device for a train high-voltage system according to an embodiment of the present invention, and as shown in fig. 3, the fault location method for a train high-voltage system according to an embodiment of the present invention includes:
In the embodiment of the invention, a preliminary ground fault point position in first fault information acquired from a train traction converter is used as a candidate position of the ground fault point.
According to the difference of the fault location method in the prior art in the specific implementation, the candidate positions of the ground fault point have a difference, so that the positions of the ground fault point of the train high-voltage system are determined to have different specific implementations according to the current values acquired by the first current detection component 201 and the second current detection component 202 and the first fault information.
In one embodiment, assume that the 3 rd car pantograph is raised (i.e., the high voltage grid is accessed through the 3 rd car pantograph). According to the fault location method in the related art, by comparing the current value collected by the third current detection means 101 and the current value collected by the sixth current detection means 104, it is possible to know that the fault point is located in the 3 rd car (car in which the pantograph is located) or the 4 th to 6 th cars (cars in which the pantograph is not located). If the fault point is located in the 3 rd compartment, no further location is needed. If the fault point is located in 4 th to 6 th carriages, the 4 th to 6 th carriages are used as candidate positions of the ground fault point.
Then, the position of the ground fault point is determined in the vehicle compartment where the non-pantograph is located, by combining the comparison result of the current value acquired by the first current detection means 201 with the first threshold value and the comparison result of the current value acquired by the second current detection means 202 with the second threshold value.
Specifically, when the current value collected by the first current detection part 201 is greater than or equal to the first threshold value and the current value collected by the second current detection part 202 is greater than or equal to the second threshold value, it is proved that the circuit from the 3 rd car pantograph to the second current detection part 202 can work normally, and therefore the ground fault point is located on the high-voltage bus at a position between the second current detection part 202 and the 6 th car.
When the current value collected by the first current detection part 201 is greater than or equal to the first threshold value and the current value collected by the second current detection part 202 is smaller than the second threshold value, it is proved that the circuit from the 3 rd car pantograph to the first current detection part 201 can work normally, but a fault occurs in the circuit from the 3 rd car pantograph to the second current detection part 202, and thus the ground fault point is located at a position on the high-voltage bus between the first current detection part 201 and the second current detection part 202.
When the current value collected by the first current detection part 201 is smaller than the first threshold value and the current value collected by the second current detection part 202 is smaller than the second threshold value, it is proved that the circuit from the 3 rd car pantograph to the first current detection part 201 cannot work normally, and therefore, the ground fault point is located at a position on the high-voltage bus where the 4 th car is close to the 3 rd car and between the first current detection part 201.
Similarly, if the pantograph of the 6 th compartment rises (namely, the pantograph of the 6 th compartment is connected to the high-voltage power grid), the fault point can be known to be located in the 6 th compartment (the compartment where the pantograph is located) or 3-5 th compartments (the compartments where the pantograph is not located) through the fault location method in the prior art. In the case where the fault point is located in the 3 rd to 5 th cars, in combination with the comparison result of the current value collected by the first current detecting means 201 and the corresponding threshold value and the comparison result of the current value collected by the second current detecting means 202 and the corresponding threshold value, it can be made clear that the ground fault point is a position between the first current detecting means 201 and the second current detecting means 202, or a position between the 5 th car near the 6 th car and the second current detecting means 202, or a position between the 3 rd car and the first current detecting means 201. Specifically, the method comprises the following steps:
when the current value collected by the first current detection component 201 is greater than or equal to a first threshold value and the current value collected by the second current detection component 202 is greater than or equal to a second threshold value, it is proved that the circuit from the 6 th car pantograph to the second current detection component 202 works normally and the circuit from the 6 th car pantograph to the first current detection component 201 also works normally, then the ground fault point is located at a position on the high-voltage bus between the third car and the first current detection component 201;
when the current value collected by the first current detection part 201 is smaller than a first threshold value and the current value collected by the second current detection part 202 is greater than or equal to a second threshold value, it is proved that the circuit from the 6 th car pantograph to the second current detection part 202 is working normally, and a fault occurs in the circuit from the 6 th car pantograph to the first current detection part 201, so that a ground fault point is located on the high-voltage bus between the first current detection part 201 and the second current detection part 202;
when the current value collected by the first current detection part 201 is smaller than the first threshold value and the current value collected by the second current detection part 202 is smaller than the second threshold value, it is proved that a fault occurs in the circuit from the 6 th car pantograph to the second current detection part 202, and thus the ground fault point is located on the high-voltage bus at a position between the fifth car (starting from the position close to the sixth car) and the second current detection part 202.
In another embodiment, it is also assumed that the 3 rd car pantograph is raised (i.e., the high voltage grid is connected through the 3 rd car pantograph). According to the fault location method in the related art, by comparing the current value acquired by the fourth current detection part 102 and the current value acquired by the seventh current detection part 105, it is possible to know that the ground fault point candidate position is a position between the fourth current detection part 102 and the seventh current detection part 105. And determining the position of the ground fault point according to the difference of the current values collected by the current detection components adjacent to each other in the fourth current detection component 102, the first current detection component 201, the second current detection component 202 and the seventh current detection component 105.
Specifically, if the difference between the current value collected by the first current detection component 201 and the current value collected by the second current detection component 202 is greater than the third threshold, it is proved that the circuit at the first current detection component 201 can normally operate, and the circuit at the second current detection component 202 cannot normally operate, so that the ground fault point is located on the high-voltage bus between the first current detection component 201 and the second current detection component 202.
If the difference between the current value collected by the fourth current detection component 102 and the current value collected by the first current detection component 201 is greater than the fourth threshold, it is proved that the circuit at the fourth current detection component 102 can work normally, and the circuit at the first current detection component 201 cannot work normally, so that the ground fault point is located on the high-voltage bus between the fourth current detection component 102 and the first current detection component 201.
If the difference between the current value collected by the second current detection part 202 and the current value collected by the seventh current detection part 105 is greater than the fifth threshold, it is proved that the circuit at the second current detection part 202 can normally operate, but the circuit at the seventh current detection part 105 cannot normally operate, and therefore the ground fault point is located on the high-voltage bus between the second current detection part 202 and the seventh current detection part 105.
Similarly, if the pantograph of the 6 th car is raised (i.e., the pantograph of the 6 th car is connected to the high-voltage grid), the position of the ground fault point can be also specified by comparing the current value collected by the fourth current detection part 102, the current value collected by the seventh current detection part 105, the current value collected by the first current detection part 201, and the current value collected by the second current detection part 202.
Specifically, if the difference between the current value collected by the second current detection component 202 and the current value collected by the first current detection component 201 is greater than the third threshold, it is proved that the circuit at the second current detection component 201 can normally operate, but the circuit at the first current detection component 202 cannot normally operate, and therefore the fault point is located on the high-voltage bus between the first current detection component 201 and the second current detection component 202.
If the difference between the current value collected by the first current detection component 201 and the current value collected by the fourth current detection component 102 is greater than the fourth threshold, it is proved that the circuit at the fourth current detection component 102 cannot normally operate, but the circuit at the first current detection component 201 can normally operate, so that the fault point is located on the high-voltage bus between the fourth current detection component 102 and the first current detection component 201.
If the difference between the current value collected by the seventh current detection part 105 and the current value collected by the second current detection part 202 is greater than the fifth threshold, it is proved that the circuit at the second current detection part 202 cannot normally operate, but the circuit at the seventh current detection part 105 can normally operate, and thus the fault point is located on the high-voltage bus between the second current detection part 202 and the seventh current detection part 105.
In the embodiment of the present invention, a simpler method is to compare the absolute value of the difference between adjacent current detection components with the corresponding threshold, and determine the position of the ground fault point according to the comparison result. By taking the absolute value for the difference, it may not be necessary to consider which pantograph in the train is connected to the high voltage power grid. Specifically, the method comprises the following steps:
when the absolute value of the difference between the current value collected by the first current detection part 201 and the current value collected by the second current detection part 202 is greater than the third threshold, the ground fault point is located on the high-voltage bus at a position between the first current detection part 201 and the second current detection part 202.
When the absolute value of the difference between the current value collected by the fourth current detection part 102 and the current value collected by the first current detection part 201 is greater than the fourth threshold value, the ground fault point is located on the high-voltage bus at a position between the fourth current detection part 102 and the first current detection part 201.
When the absolute value of the difference between the current value collected by the second current detection part 202 and the current value collected by the seventh current detection part 105 is larger than the fifth threshold, the ground fault point is located on the high-voltage bus at a position between the second current detection part 202 and the seventh current detection part 105.
The specific values of the first threshold, the second threshold, the third threshold, the fourth threshold and the fifth threshold related in the embodiment of the present invention may be set according to actual situations.
According to the fault positioning method for the high-voltage train system, provided by the embodiment of the invention, the candidate position of the fault point obtained in the existing method is combined with the current values acquired in the first carriage to be positioned and the second carriage to be positioned of the train, so that the fault point can be more accurately positioned.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. The utility model provides a train high voltage system fault locating device which characterized in that includes: a first current detection component (201), a second current detection component (202), a fourth current detection component (102), a seventh current detection component (105), a current collection module (203) and an analysis module (204); wherein,
the first current detection component (201) is arranged at a roof high-voltage bus of a first compartment to be positioned of the train and is used for collecting the current value of the high-voltage bus of the first compartment to be positioned of the train;
the second current detection component (202) is arranged at a roof high-voltage bus of a carriage to be positioned at the second train and is used for collecting the current value of the high-voltage bus of the carriage to be positioned at the second train;
the fourth current detection component (102) is installed on a high-voltage bus of a first pantograph installation carriage of the train;
the seventh current detection component (105) is installed on a high-voltage bus of a second pantograph installation carriage of the train;
the current acquisition module (203) is respectively connected with the first current detection component (201), the second current detection component (202), the fourth current detection component (102) and the seventh current detection component (105), acquires current values acquired by the first current detection component (201), the second current detection component (202), the fourth current detection component (102) and the seventh current detection component (105), and transmits the current values to the analysis module (204) connected with the current acquisition module;
the analysis module (204) is connected with a traction converter in a train, acquires first fault information from the traction converter, and determines the position of a ground fault point of a high-voltage system of the train according to current values acquired by the first current detection component (201), the second current detection component (202), the fourth current detection component (102) and the seventh current detection component (105) and the first fault information; wherein,
the first fault information comprises candidate positions of a ground fault point of the high-voltage system of the train and current values acquired by current detection components positioned in a first pantograph installation carriage and a second pantograph installation carriage in the train;
the first to-be-positioned carriage is a carriage which is arranged between the first pantograph installation carriage and the second pantograph installation carriage on the train and is close to the first pantograph installation carriage; the second compartment to be positioned is a compartment which is arranged between the first pantograph installation compartment and the second pantograph installation compartment on the train and is close to the second pantograph installation compartment; and the candidate position of the ground fault point of the high-voltage train system is a carriage in which a non-pantograph is positioned or a carriage in which a pantograph is positioned.
2. The train high voltage system fault location device according to claim 1, wherein the first current detection component (201) and the second current detection component (202) are current transformers.
3. The train high-voltage system fault location device according to claim 1, wherein the current collection module (203) further stores current values collected by the first current detection part (201) and the second current detection part (202).
4. The method for positioning the fault of the high-voltage train system based on the device for positioning the fault of the high-voltage train system as claimed in one of claims 1 to 3, comprising the following steps:
acquiring current values acquired by the first current detection part (201) and the second current detection part (202);
acquiring first fault information from a traction converter of a train;
and determining the position of a ground fault point of the train high-voltage system according to the current values acquired by the first current detection component (201), the second current detection component (202), the fourth current detection component (102) and the seventh current detection component (105) and the first fault information.
5. The train high voltage system fault location method according to claim 4, wherein the determining the position of the ground fault point of the train high voltage system according to the current values collected by the first current detection component (201) and the second current detection component (202) and the first fault information comprises:
determining that the candidate position of the ground fault point of the high-voltage train system is a carriage where a non-pantograph is located according to the first fault information; the train at which the pantograph is not located is a train except for a train at which the pantograph is located, and the train at which the pantograph is located is a train at which the pantograph currently in contact with a power grid is located;
and determining the position of a ground fault point in the compartment where the non-pantograph is positioned by combining the comparison result of the current value acquired by the first current detection part (201) and the first threshold value and the comparison result of the current value acquired by the second current detection part (202) and the second threshold value.
6. The method for locating the fault in the high-voltage train system according to claim 5, wherein the non-pantograph carriage is a first carriage to be located to a second pantograph installation carriage; the determining, in combination with a comparison result of the current value acquired by the first current detection part (201) and a first threshold value and a comparison result of the current value acquired by the second current detection part (202) and a second threshold value, a position of the ground fault point within the vehicle cabin in which the non-pantograph is located includes:
when the current value collected by the first current detection component (201) is greater than or equal to a first threshold value, and the current value collected by the second current detection component (202) is greater than or equal to a second threshold value, the ground fault point is located on the high-voltage bus at a position between the second current detection component (202) and a second pantograph installation compartment;
when the current value collected by the first current detection component (201) is greater than or equal to a first threshold value and the current value collected by the second current detection component (202) is smaller than a second threshold value, a ground fault point is positioned on the high-voltage bus between the first current detection component (201) and the second current detection component (202);
when the current value collected by the first current detection part (201) is smaller than a first threshold value, and the current value collected by the second current detection part (202) is smaller than a second threshold value, the ground fault point is located between a first car to be positioned and the first current detection part (201) on the high-voltage bus.
7. The method for positioning the fault of the high-voltage system of the train as claimed in claim 5, wherein the carriage in which the non-pantograph is located is a first pantograph mounting carriage to a second carriage to be positioned; the determining, in combination with a comparison result of the current value acquired by the first current detection part (201) and a first threshold value and a comparison result of the current value acquired by the second current detection part (202) and a second threshold value, a position of the ground fault point within the vehicle cabin in which the non-pantograph is located includes:
when the current value collected by the first current detection part (201) is greater than or equal to a first threshold value and the current value collected by the second current detection part (202) is greater than or equal to a second threshold value, a ground fault point is located on a high-voltage bus at a position between the first pantograph installation compartment and the first current detection part (201);
when the current value collected by the first current detection component (201) is smaller than a first threshold value and the current value collected by the second current detection component (202) is larger than or equal to a second threshold value, a ground fault point is positioned on the high-voltage bus between the first current detection component (201) and the second current detection component (202);
when the current value collected by the first current detection component (201) is smaller than a first threshold value and the current value collected by the second current detection component (202) is smaller than a second threshold value, the ground fault point is located at a position between a second carriage to be positioned on the high-voltage bus and the second current detection component (202).
8. The train high voltage system fault location method according to claim 4, wherein the determining the position of the ground fault point of the train high voltage system according to the current values collected by the first current detection component (201) and the second current detection component (202) and the first fault information comprises:
determining a candidate position of a ground fault point of the high-voltage train system as a position between a fourth current detection component (102) and a seventh current detection component (105) in the train according to the first fault information;
and determining the position of the ground fault point according to the difference of current values collected by current detection parts adjacent to each other in the fourth current detection part (102), the first current detection part (201), the second current detection part (202) and the seventh current detection part (105).
9. The train high-voltage system fault location method according to claim 8, wherein the determining the position of the ground fault point according to the difference of the current values collected by the current detection components adjacent to each other in the fourth current detection component (102), the first current detection component (201), the second current detection component (202) and the seventh current detection component (105) comprises:
when the absolute value of the difference value between the current value acquired by the first current detection component (201) and the current value acquired by the second current detection component (202) is larger than a third threshold value, the ground fault point is positioned on the high-voltage bus between the first current detection component (201) and the second current detection component (202);
when the absolute value of the difference between the current value collected by the fourth current detection part (102) and the current value collected by the first current detection part (201) is larger than a fourth threshold, a ground fault point is positioned on the high-voltage bus between the fourth current detection part (102) and the first current detection part (201);
when the absolute value of the difference between the current value acquired by the second current detection part (202) and the current value acquired by the seventh current detection part (105) is greater than a fifth threshold, a ground fault point is located on the high-voltage bus at a position between the second current detection part (202) and the seventh current detection part (105).
10. The method for locating the fault in the high-voltage train system according to claim 9, wherein the values of the third threshold, the fourth threshold and the fifth threshold are set according to actual conditions.
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