CN112339566A - Main line detection system of high-voltage system of motor train unit - Google Patents
Main line detection system of high-voltage system of motor train unit Download PDFInfo
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- CN112339566A CN112339566A CN201910727346.4A CN201910727346A CN112339566A CN 112339566 A CN112339566 A CN 112339566A CN 201910727346 A CN201910727346 A CN 201910727346A CN 112339566 A CN112339566 A CN 112339566A
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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
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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
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Abstract
The invention belongs to the technical field of fault detection of high-voltage systems of motor train units, and provides a main line detection system of the high-voltage systems of the motor train units, which comprises the following components: one end of the CT1 is connected with a contact net through a pantograph, and the other end of the CT1 is electrically connected with the front end of the main breaker; the rear end of the main breaker is electrically connected with a roof isolating switch and the CT2 respectively; the roof isolating switch is electrically connected with one end of the CT 4; the other end of the CT4 is electrically connected with the CT4 of the other compartment; the CT2 is electrically connected with the primary side of the traction voltage transformer; the working ground return of the traction voltage transformer is electrically connected with the CT 3; the signal processing module is used for collecting currents of the CT1, the CT2, the CT3 and the CT4, carrying out logic judgment according to the collected currents, and determining a fault position and a corresponding fault removing instruction so as to judge the fault position and the corresponding fault removing instruction and avoid fault amplification.
Description
Technical Field
The invention belongs to the technical field of fault detection of high-voltage systems of motor train units, and particularly relates to a trunk line detection system of a high-voltage system of a motor train unit.
Background
The motor train unit mainly transfers the electric energy in the contact net to the vehicle through the pantograph and transfers the electric energy to the related power supply equipment through the high-voltage in the vehicle, so that the electric energy is provided for the motor train unit. The safety protection of the high-voltage main line directly relates to the running reliability of the motor train unit, and prevents the motor train unit from being damaged by high-voltage faults.
In the conventional high-voltage system main line detection technology of the motor train unit, a main line setting current detection device is used, hardware signal detection is carried out, and software calculation is carried out, so that the position of a high-voltage main line fault point is quickly judged, and the high-voltage main line fault point of the high-voltage system of the motor train unit is quickly cut off. However, in the prior art, when a line current overcurrent fault occurs between vehicles or a ground fault occurs at an isolating switch in a high-voltage box on the roof, the fault position cannot be accurately determined by comparing the current values of the installed current transformers, and if a pantograph is replaced in a parking state, the motor train unit may fail again or a risk of burning off a contact network is caused, so that electric shock is caused to personnel.
Disclosure of Invention
In view of this, the embodiment of the invention provides a high-voltage system trunk line detection system for a motor train unit, so as to solve the problem that in the prior art, a fault position cannot be accurately determined, if a pantograph is replaced in a parking state, the motor train unit can be failed again, or a risk of blowing off a contact network is caused, and personnel get an electric shock.
The first aspect of the embodiment of the invention provides a high-voltage system trunk line detection system of a motor train unit, which comprises: the system comprises a line current transformer CT1, a main circuit breaker, a roof isolating switch, a transformer current transformer CT2, a traction transformer, a backflow current transformer CT3, a current transformer CT4 and a signal processing module;
one end of the CT1 is connected with a contact net through a pantograph; the other end of the CT1 is electrically connected with the front end of the main circuit breaker;
the rear end of the main breaker is electrically connected with a roof isolating switch and the CT2 respectively;
the roof isolating switch is electrically connected with one end of the CT 4; the other end of the CT4 is electrically connected with a CT4 of another compartment of the motor train unit through a cable;
the CT2 is electrically connected with the primary side of the traction voltage transformer;
the working ground return of the traction voltage device is electrically connected with the CT 3;
the signal processing module is respectively connected with the CT1, the CT2, the CT3 and the CT4 and is used for acquiring currents of the CT1, the CT2, the CT3 and the CT4, carrying out logic judgment according to the acquired currents, and determining a fault position and a corresponding fault removing instruction;
the CT1, the main circuit breaker, the roof isolating switch and the CT4 are arranged in a motor train unit roof high-voltage box.
In one embodiment, the signal processing module comprises an input/output interface, a high voltage control unit and a VCB control loop unit;
the input and output interface is used for connecting the CT1 of each compartment;
the high-voltage control unit is connected with the input/output interface and is used for acquiring a current signal of the CT1 through the input/output interface and sending a command for disconnecting the main circuit breaker to the VCB control loop unit when the current of the CT1 exceeds a preset limit value;
and the VCB control loop unit is used for receiving the instruction sent by the high-voltage control unit and executing corresponding operation according to the instruction.
In one embodiment, the signal processing module includes an input/output interface, a high voltage control unit, a central processing unit, a signal output unit, and a VCB control loop unit;
the input and output interface is used for connecting the CT1, the CT2, the CT3 and the CT4 of each carriage;
the high-voltage control unit is connected with the input/output interface and is used for acquiring current signals of the CT1, the CT2, the CT3 and the CT4 through the input/output interface, converting the acquired current signals into a digital current value and then sending the digital current value to the central processing unit;
the central processing unit is used for receiving and summarizing the current value sent by the high-voltage control unit, carrying out logic judgment according to the received current value and transmitting a logic judgment result to the signal output unit through an MVB cable;
the signal output unit is connected with the central processing unit and is used for receiving the logic judgment result sent by the central processing unit and sending a corresponding instruction to the VCB control loop unit according to the logic judgment result;
and the VCB control loop unit is used for receiving the instruction sent by the signal output unit and executing corresponding operation according to the instruction.
In an embodiment, the central processing unit is configured to determine a logical judgment result when it is detected that a current value of a CT1 of a pantograph ascending compartment of the motor train unit is greater than a preset limit value and a current value of a CT4 of the pantograph ascending compartment is greater than a preset threshold value, or a current value of a CT4 of a non-pantograph ascending compartment is greater than the preset threshold value, where the logical judgment result includes a fault cause and a processing mode, where the fault cause is an overcurrent occurring on a grid side of the non-pantograph ascending compartment, and the processing mode is to disconnect a main circuit breaker and cut off a roof isolating switch.
In an embodiment, the central processing unit is further configured to determine that the non pantograph lifting unit fails according to a logical judgment result when it is detected that the current value of the CT1 of the pantograph lifting compartment of the motor train unit is greater than the preset limit value and the absolute values of the CT1, the CT2 and the CT3 of the pantograph lifting compartment meet [ CT1- (CT2+ CT3) ], which are less than the preset threshold value.
In one embodiment, the central processing unit is configured to determine a logical judgment result when it is detected that a current value of the CT1 of the pantograph ascending compartment of the motor train unit is greater than a preset limit value and a current value of the CT4 of the pantograph ascending compartment is less than a preset threshold value, or a current value of the CT4 of the non-pantograph ascending compartment is less than the preset threshold value, where the logical judgment result includes a fault cause and a processing manner, where the fault cause is an overcurrent on a non-pantograph ascending cell network side, and the processing manner is that the overcurrent on the pantograph ascending cell network side opens a main circuit breaker, cuts off a roof isolating switch, and raises a pantograph of the non-pantograph ascending compartment.
In an embodiment, the central processing unit is configured to determine that the pantograph lifting unit fails according to a logical judgment result when it is detected that the current value of the CT1 of the pantograph lifting compartment of the motor train unit is greater than the preset limit value and the absolute values of the CT1, the CT2 and the CT3 of the pantograph lifting compartment meet [ CT1- (CT2+ CT3) ], which are greater than the preset threshold value.
In one embodiment, the method comprises the following steps: the system comprises a line current transformer CT1, a main circuit breaker, a roof isolating switch, a transformer current transformer CT2, a traction transformer, a reflux current transformer CT3 and a signal processing module;
one end of the CT1 is connected with a contact net through a pantograph; the other end of the CT1 is electrically connected with the front end of the main circuit breaker;
the rear end of the main breaker is respectively and electrically connected with the roof isolating switch and the primary side of the traction voltage transformer;
the roof isolating switch is electrically connected with one end of the CT 2; the other end of the CT2 is electrically connected with a CT2 of another compartment of the motor train unit through a cable;
the working ground return of the traction voltage device is electrically connected with the CT 3;
the signal processing module is respectively connected with the CT1, the CT2 and the CT3 and is used for collecting the currents of the CT1, the CT2 and the CT3, judging according to the collected currents and determining the position where a fault occurs and a corresponding fault removing instruction;
the CT1, the main circuit breaker, the roof isolating switch and the CT2 are arranged in a motor train unit roof high-voltage box.
In one embodiment, the signal processing module comprises an input/output interface, a high voltage control unit and a VCB control loop unit;
the input and output interface is used for connecting the CT1 of each compartment;
the high-voltage control unit is connected with the input/output interface and is used for acquiring a current signal of the CT1 through the input/output interface and sending a command for disconnecting the main circuit breaker to the VCB control loop unit when the current of the CT1 exceeds a preset limit value;
and the VCB control loop unit is used for receiving the instruction sent by the high-voltage control unit and executing corresponding operation according to the instruction.
In one embodiment, the signal processing module further comprises a central processing unit and a signal output unit;
the high-voltage control unit is further configured to obtain current signals of the CT1, the CT2 and the CT3 through the input/output interface, convert the acquired current signals into a digital current value, and send the digital current value to the central processing unit;
the central processing unit is used for receiving and summarizing the current value sent by the high-voltage control unit, carrying out logic judgment according to the received current value and transmitting a logic judgment result to the signal output unit through an MVB cable;
the signal output unit is connected with the central processing unit and is used for receiving the logic judgment result sent by the central processing unit and sending a corresponding instruction to the VCB control loop unit according to the logic judgment result;
when the central processing unit detects that the current value of the CT1 is larger than the preset limit value and does not detect the numerical value of [ CT1- (CT2+ CT3) ], determining that the logical judgment result is that the high-voltage system equipment has the ground fault.
Compared with the prior art, the embodiment of the invention has the following beneficial effects: by arranging the installation positions of the CT1, the CT2, the CT3 and the CT4, the signal processing module can identify the on-line logic relationship according to the detected current value, so that the position of a fault and a corresponding fault removing instruction are judged, and the fault expansion is avoided.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions 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 it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
FIG. 1 is a schematic diagram of a high-voltage system trunk line detection system of a motor train unit provided by an embodiment of the invention;
fig. 2 is a schematic diagram of a signal processing module according to an embodiment of the present invention.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.
In order to explain the technical means of the present invention, the following description will be given by way of specific examples.
Fig. 1 is a schematic diagram of a high-voltage system trunk line detection system of a motor train unit according to an embodiment of the invention, which is detailed as follows.
A EMUs high-voltage system trunk line detecting system can include: a line current transformer CT 1101, a main breaker 102, a roof disconnect switch 103, a transformer current transformer CT 2104, a traction transformer 105, a return current transformer CT 3106, a current transformer CT 4107 and a signal processing module 108.
One end of the CT 1101 is connected with a contact net through a pantograph; the other end of the CT 1101 is electrically connected to the front end of the main circuit breaker 102;
the rear end of the main circuit breaker 102 is electrically connected with a roof disconnecting switch 103 and the CT 2104 respectively;
the roof isolating switch 103 is electrically connected with one end of the CT 4107; the other end of the CT 4107 is electrically connected with a CT4 of another compartment of the motor train unit through a cable;
the CT 2104 is electrically connected to the primary side of the traction voltage 105;
the working ground return of the traction voltage 105 is electrically connected to the CT 3106;
the signal processing module 108 is connected to the CT 1101, the CT 2104, the CT 3106 and the CT 4107, respectively, and is configured to collect currents of the CT 1101, the CT 2104, the CT 3106 and the CT 4107, and determine a fault position according to the collected currents;
the CT 1101, the main circuit breaker 102, the roof isolating switch 103 and the CT 4107 are arranged in a high-voltage box of the motor train unit roof.
According to the high-voltage system trunk line detection system of the motor train unit, the installation positions of the CT1, the CT2, the CT3 and the CT4 are arranged, so that the signal processing module can identify the on-line logic relation according to the detected current value, the position where a fault occurs and a corresponding fault removing instruction are judged, and fault amplification is avoided.
Optionally, as shown in fig. 2, the signal processing module 108 may include an input/output interface 1081, a high voltage control unit 1082, and a VCB control loop unit 1083.
The input/output interface 1081 is used for connecting the CT 1101 of each car;
the high voltage control unit 1082 is connected to the input/output interface 1081, and configured to obtain a current signal of the CT 1101 through the input/output interface 1081, and send an instruction to the VCB control loop unit 1083 to disconnect the main circuit breaker when the current of the CT 1101 exceeds a preset limit;
the VCB control loop unit 1083 is configured to receive the instruction sent by the high-voltage control unit 1082, and execute a corresponding operation according to the instruction.
Optionally, the high-voltage control unit 1082 is a peak protection determination device, the peak protection is determined by high-voltage control unit hardware, the main circuit breaker is controlled to be turned off by hard wires, and the VCB control circuit unit is controlled to turn off the main circuit breaker immediately as long as the current of the CT1 exceeds a preset limit value.
Optionally, the preset current limit of CT1 may be the line current over-current peak value, for example, the preset current limit of CT1 may be 1060A.
Optionally, as shown in fig. 2, the signal processing module includes an input/output interface 1081, a high voltage control unit 1082, a central processing unit 1084, a signal output unit 1085, and a VCB control loop unit 1083.
The input/output interface 1081 is configured to connect the CT 1101, the CT 2104, the CT 3106, and the CT 4107 of each car;
the high voltage control unit 1082 is connected to the input/output interface 1081, and is configured to acquire current signals of the CT 1101, the CT 2104, the CT 3106 and the CT 4107 through the input/output interface 1081, convert the acquired current signals into a digital current value, and send the digital current value to the central processing unit 1084;
the central processing unit 1084 is configured to receive and summarize the current value sent by the high voltage control unit 1082, perform logic determination according to the received current value, and transmit the logic determination result to the signal output unit 1085 through an MVB cable;
the signal output unit 1085 is connected to the central processing unit 1084, and configured to receive the logic determination result sent by the central processing unit 1084, and send a corresponding instruction to the VCB control loop unit 1083 according to the logic determination result;
the VCB control loop unit 1083 is configured to receive the instruction sent by the signal output unit, and execute a corresponding operation according to the instruction.
Optionally, the current protection of the circuit may be divided into two types, including peak protection and effective value protection, where the signal output unit 1085 controls the MVB instruction signal of the central control unit 1084 to turn off the main circuit breaker through the signal output unit 1085 in the effective value protection, and the effective value protection may output the fault location and the corresponding fault clearing instruction only after the current exceeds the threshold or the limit and at least one waveform period is continuously obtained.
Alternatively, the central processing unit 1084 performs logic determination mainly by performing ground fault detection on the units between the high-voltage compartments.
Optionally, the central processing unit 1084 is configured to determine a logical judgment result when it is detected that a current value of the CT1 of the pantograph ascending compartment of the motor train unit is greater than a preset limit value and a current value of the CT4 of the pantograph ascending compartment is greater than a preset threshold value, or a current value of the CT4 of the non-pantograph ascending compartment is greater than the preset threshold value, where the logical judgment result includes a fault cause and a processing manner, where the fault cause is an overcurrent occurring on a network side of the non-pantograph ascending unit, and the processing manner is to disconnect a main circuit breaker and cut off a disconnector.
Optionally, the preset limit may be a line current overcurrent peak value, for example, the preset limit may be 1060A. The preset threshold may be an ascending arch side current peak or a non-ascending arch side current peak, for example, the preset threshold may be 530A.
For example, as shown in fig. 1, if the pantograph of the lift 03 car, i.e. the first traction unit, is grounded in the trunk lines of the 04 car and the 05 car, the current values of the CT1 and the CT4 of the 03 car both exceed the preset limit value, so as to meet the trigger that the current value of the pantograph lifting car CT1 is greater than the preset limit value and the current value of the pantograph lifting car CT4 is greater than the preset threshold value. If the trunk line of the 06 vehicle is grounded, the current values of the CT1 and the CT4 of the 03 vehicle and the CT4 of the 06 vehicle exceed the protection values, the conditions that the current value of the CT1 of the pantograph rising compartment is larger than a preset limit value and the current value of the CT4 of the pantograph rising compartment is larger than a preset threshold value or the current value of the CT4 of the non-pantograph rising compartment is larger than the preset threshold value are met, the main circuit breaker can be prompted to be turned off, a roof isolating switch is cut off, and the pantograph of the pantograph rising 03 vehicle keeps running. When the cutting signal of the roof isolating switch is fed back to the central processing unit, the CT4 signal judges the condition to be cut automatically.
Optionally, the central processing unit 1084 is further configured to determine that the non pantograph lifting unit fails according to a logical judgment result when it is detected that the current value of the CT1 of the pantograph lifting compartment of the motor train unit is greater than the preset limit value and the absolute values of the CT1, the CT2 and the CT3 of the pantograph lifting compartment meet [ CT1- (CT2+ CT3) ], which are less than the preset threshold value.
That is, the current value of CT1 is equal to the sum of the current value of CT2 and the current value of CT3 when not grounded, without considering the leakage current. If the pantograph of the ascending traction unit 1, namely the pantograph of the 03 car is electrified, the traction unit 2 is grounded, the transformer is an inductive element, when the traction unit 2 is grounded, the current value of the CT3 of the traction unit 1 does not disappear immediately, and the current still exists, while the current value of the CT2 of the traction unit 1 or the CT2 of the traction unit 2 is increased for a short time due to grounding, which is equivalent to the traction transformer being bypassed, and when the grounding occurs, the CT2 and the CT1 are approximately connected in series, so that the current of the CT1 is greater than a preset limit value, and the absolute value of the CT1- (CT2+ CT3) is less than a preset threshold value, and then the fault of the non-ascending pantograph unit can be judged.
Optionally, the central processing unit 1084 is configured to determine a logical judgment result when it is detected that a current value of the CT1 of the pantograph ascending compartment of the motor train unit is greater than a preset limit value and a current value of the CT4 of the pantograph ascending compartment is smaller than a preset threshold value, or a current value of the CT4 of the non-pantograph ascending compartment is smaller than the preset threshold value, where the logical judgment result includes a fault cause and a processing manner, where the fault cause is an overcurrent at a non-pantograph ascending unit grid side, and the processing manner is that the overcurrent at the pantograph ascending unit grid side occurs, so as to disconnect the main circuit breaker, cut off the roof disconnector, and raise the pantograph of the non-pantograph ascending compartment.
For example, if the pantograph of the lift 03 car, i.e. the first traction unit, assumes that the 03 trunk line is grounded, and no matter the front side or the rear side of the isolating switch of the roof car 03 is grounded, the current value of the CT1 of the 03 car exceeds the protection value at this time, while the current value of the CT4 of the 03 car and the current value of the CT4 of the 06 car are smaller than the protection value, the triggering that the current value of the CT1 of the pantograph lifting car is larger than the preset limit value and the current value of the CT4 of the pantograph lifting car is smaller than the preset threshold value or the current value of the CT4 of the non-pantograph lifting car is smaller than the preset threshold value condition is met, at this time, the main circuit breaker is prompted to be turned off. When the cut-off signal of the isolating switch is fed back to the central processing unit, the CT4 signal judges that the condition is cut off automatically.
Optionally, the central processing unit 1084 is configured to determine that the pantograph lifting unit fails according to a logic judgment result when it is detected that the current value of the CT1 of the pantograph lifting compartment of the motor train unit is greater than the preset limit value and the absolute values of the CT1, the CT2 and the CT3 of the pantograph lifting compartment meet [ CT1- (CT2+ CT3) ], which are greater than the preset threshold value.
That is, assuming that the pantograph of the traction unit 1 is raised, the grounding of the traction unit 1 occurs, and the current value of CT2 is substantially the transformer inductive coil continuous current value, while the current value of CT2 is reduced to zero in a short time, and the main current value is the current value of CT 1. When grounding occurs, the current value of the CT1 rises to a certain value in a short time, and the fault of the pantograph rising unit can be judged according to the fact that the current value of the CT1 is larger than the preset limit value and the absolute value of the CT1- (CT2+ CT3) is larger than the preset threshold value.
According to the high-voltage system trunk line detection system of the motor train unit, the installation positions of the CT1, the CT2, the CT3 and the CT4 are arranged, so that the signal processing module can identify the on-line logic relation according to the detected current value, the position where a fault occurs and a corresponding fault removing instruction are judged, and fault amplification is avoided. In addition, the redundancy of the grounding detection is higher through the dual line protection of hardware and software. The high-voltage system main line is divided into 3 sections through the effective installation position of the current transformer for effective identification control, the current value of the high-voltage system main line is logically judged through effective grounding detection judgment conditions, non-pantograph-ascending and pantograph-ascending carriages are effectively detected, and the grounding fault point of the high-voltage system is quickly judged, so that the high-voltage system main line is further cut off, the stop time of a vehicle can be effectively avoided, and the smoothness of the running line of the vehicle is improved.
Optionally, the high-voltage system trunk line detection system of the motor train unit may further not include the CT4, and the installation position of the CT2 is moved to the position of the CT4, that is, one end of the CT1 is connected with a contact system through a pantograph; the other end of the CT1 is electrically connected with the front end of the main circuit breaker; the rear end of the main breaker is electrically connected with the roof isolating switch and the traction transformer respectively; the roof isolating switch is electrically connected with one end of the CT 2; the other end of the CT2 is electrically connected with a CT2 of another compartment of the motor train unit through a cable; the working ground return of the traction voltage device is electrically connected with the CT 3; the signal processing module is respectively connected with the CT1, the CT2 and the CT3 and is used for collecting the currents of the CT1, the CT2 and the CT3, carrying out logic judgment according to the collected currents and determining the position where a fault occurs and a corresponding fault removing instruction; the CT1, the main circuit breaker, the roof isolating switch and the CT2 are arranged in a motor train unit roof high-voltage box.
At this time, the primary current value of the traction transformer is not directly monitored any more after the CT2 moves, and the timeliness of the CT1 rapid protection and the CT1- (CT2+ CT3) segmented detection protection logic needs to be evaluated after the high-voltage system equipment has a ground fault. I.e., when the high voltage system equipment is grounded, the CT1 can realize the function of fast protection of the peak value. Optionally, the signal processing module includes an input/output interface, a high-voltage control unit, and a VCB control loop unit; the input and output interface is used for connecting the CT1 of each compartment; the high-voltage control unit is connected with the input/output interface and is used for acquiring a current signal of the CT1 through the input/output interface and sending a command for disconnecting the main circuit breaker to the VCB control loop unit when the current of the CT1 exceeds a preset limit value; and the VCB control loop unit is used for receiving the instruction sent by the high-voltage control unit and executing corresponding operation according to the instruction. That is, whether the current value of the CT1 is greater than a preset limit value is detected, and when the current value of the CT1 is greater than the preset limit value, the high-voltage control unit directly sends an instruction for disconnecting the main breaker to the VCB control loop unit, and the main breaker is triggered within 15 ms.
The CT1- (CT2+ CT3) can judge which traction unit is grounded in a segmented mode, the effective value judgment is realized, at least 1 cycle is needed for calculating the effective value, and the time is 20 ms. Optionally, the signal processing module further includes a central processing unit and a signal output unit; the high-voltage control unit is further configured to obtain current signals of the CT1, the CT2 and the CT3 through the input/output interface, convert the acquired current signals into a digital current value, and send the digital current value to the central processing unit; the central processing unit is used for receiving and summarizing the current value sent by the high-voltage control unit, carrying out logic judgment according to the received current value and transmitting a logic judgment result to the signal output unit through an MVB cable; the signal output unit is connected with the central processing unit and used for receiving the logic judgment result sent by the central processing unit and sending a corresponding instruction to the VCB control loop unit according to the logic judgment result. And the VCB control loop unit is used for receiving the instruction sent by the signal output unit and executing corresponding operation according to the instruction.
If the fast protection function of the CT1 is triggered first, the main breaker will be opened immediately, and at this time, the CT1- (CT2+ CT3) segment detection logic will not be able to read the accurate value, i.e., the CT1, the CT2 and the CT3 can only read 1-cycle data, and cannot perform effective value calculation, and therefore, the limit value cannot be calculated accurately, and effective judgment of the high-voltage unit grounding segment cannot be performed.
Optionally, when the central processing unit detects that the current value of the CT1 is greater than the preset limit value and does not detect the value of [ CT1- (CT2+ CT3) ], it is determined that the logic determination result is that the ground fault occurs in the high-voltage system device.
According to the high-voltage system trunk line detection system of the motor train unit, the CT2 is used for replacing the original position of the CT4, the primary side current value of the traction transformer is not directly monitored any more after the CT2 is moved, the central processing unit detects that the current value of the CT1 is larger than the preset limit value and the numerical value of [ CT1- (CT2+ CT3) ] is not detected, the logical judgment result is determined to be that the high-voltage system equipment has the ground fault, and therefore fault expansion can be avoided. And the redundancy of the grounding detection is higher through the dual line protection of hardware and software.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will 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; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.
Claims (10)
1. The utility model provides a EMUs high-voltage system trunk detection system which characterized in that includes: the system comprises a line current transformer CT1, a main circuit breaker, a roof isolating switch, a transformer current transformer CT2, a traction transformer, a backflow current transformer CT3, a current transformer CT4 and a signal processing module;
one end of the CT1 is connected with a contact net through a pantograph; the other end of the CT1 is electrically connected with the front end of the main circuit breaker;
the rear end of the main breaker is electrically connected with a roof isolating switch and the CT2 respectively;
the roof isolating switch is electrically connected with one end of the CT 4; the other end of the CT4 is electrically connected with a CT4 of another compartment of the motor train unit through a cable;
the CT2 is electrically connected with the primary side of the traction voltage transformer;
the working ground return of the traction voltage device is electrically connected with the CT 3;
the signal processing module is respectively connected with the CT1, the CT2, the CT3 and the CT4 and is used for acquiring currents of the CT1, the CT2, the CT3 and the CT4, carrying out logic judgment according to the acquired currents, and determining a fault position and a corresponding fault removing instruction;
the CT1, the main circuit breaker, the roof isolating switch and the CT4 are arranged in a motor train unit roof high-voltage box.
2. The high-voltage system trunk line detection system of the motor train unit according to claim 1, wherein the signal processing module comprises an input-output interface, a high-voltage control unit and a VCB control loop unit;
the input and output interface is used for connecting the CT1 of each compartment;
the high-voltage control unit is connected with the input/output interface and is used for acquiring a current signal of the CT1 through the input/output interface and sending a command for disconnecting the main circuit breaker to the VCB control loop unit when the current of the CT1 exceeds a preset limit value;
and the VCB control loop unit is used for receiving the instruction sent by the high-voltage control unit and executing corresponding operation according to the instruction.
3. The high-voltage system trunk line detection system of the motor train unit according to claim 1, wherein the signal processing module comprises an input/output interface, a high-voltage control unit, a central processing unit, a signal output unit and a VCB control loop unit;
the input and output interface is used for connecting the CT1, the CT2, the CT3 and the CT4 of each carriage;
the high-voltage control unit is connected with the input/output interface and is used for acquiring current signals of the CT1, the CT2, the CT3 and the CT4 through the input/output interface, converting the acquired current signals into a digital current value and then sending the digital current value to the central processing unit;
the central processing unit is used for receiving and summarizing the current value sent by the high-voltage control unit, carrying out logic judgment according to the received current value and transmitting a logic judgment result to the signal output unit through an MVB cable;
the signal output unit is connected with the central processing unit and is used for receiving the logic judgment result sent by the central processing unit and sending a corresponding instruction to the VCB control loop unit according to the logic judgment result;
and the VCB control loop unit is used for receiving the instruction sent by the signal output unit and executing corresponding operation according to the instruction.
4. The high-voltage system trunk line detection system of the motor train unit according to claim 3, wherein the central processing unit is configured to determine a logical judgment result when it is detected that the current value of the CT1 of the pantograph ascending compartment of the motor train unit is greater than a preset limit value and the current value of the CT4 of the pantograph ascending compartment is greater than a preset threshold value, or the current value of the CT4 of the non-pantograph ascending compartment is greater than the preset threshold value, the logical judgment result includes a fault cause and a processing mode, wherein the fault cause is overcurrent at the grid side of the non-pantograph ascending unit, and the processing mode is to disconnect the main circuit breaker and cut off the roof isolating switch.
5. The high-voltage system trunk line detection system of the motor train unit according to claim 4,
the central processing unit is further used for determining that the non pantograph lifting unit has a fault according to a logic judgment result when the current value of the CT1 of the pantograph lifting compartment of the motor train unit is detected to be larger than the preset limit value and the absolute values of the CT1, the CT2 and the CT3 of the pantograph lifting compartment meet [ CT1- (CT2+ CT3) ] are smaller than the preset threshold value.
6. The high-voltage system trunk line detection system of the motor train unit according to claim 3, wherein the central processing unit is configured to determine a logical judgment result when it is detected that the current value of the CT1 of the pantograph ascending compartment of the motor train unit is greater than a preset limit value and the current value of the CT4 of the pantograph ascending compartment is less than a preset threshold value, or the current value of the CT4 of the non-pantograph ascending compartment is less than the preset threshold value, the logical judgment result comprises a fault cause and a processing mode, wherein the fault cause is overcurrent at the non-pantograph ascending cell network side, and the processing mode is overcurrent at the pantograph ascending cell network side, and the main circuit breaker is turned off, the roof isolating switch is cut off, and the pantograph of the non-pantograph ascending compartment is.
7. The high-voltage system trunk line detection system of the motor train unit according to claim 6,
the central processing unit is used for determining that the pantograph lifting unit has a fault according to a logic judgment result when the current value of the CT1 of the pantograph lifting compartment of the motor train unit is detected to be larger than the preset limit value and the absolute values of the CT1, the CT2 and the CT3 of the pantograph lifting compartment are larger than the preset threshold value, wherein the absolute values of the CT1- (CT2+ CT3) ].
8. The motor train unit high-voltage system trunk line detection system as claimed in any one of claims 1 to 7, comprising: the system comprises a line current transformer CT1, a main circuit breaker, a roof isolating switch, a transformer current transformer CT2, a traction transformer, a reflux current transformer CT3 and a signal processing module;
one end of the CT1 is connected with a contact net through a pantograph; the other end of the CT1 is electrically connected with the front end of the main circuit breaker;
the rear end of the main breaker is respectively and electrically connected with the roof isolating switch and the primary side of the traction voltage transformer;
the roof isolating switch is electrically connected with one end of the CT 2; the other end of the CT2 is electrically connected with a CT2 of another compartment of the motor train unit through a cable;
the working ground return of the traction voltage device is electrically connected with the CT 3;
the signal processing module is respectively connected with the CT1, the CT2 and the CT3 and is used for collecting the currents of the CT1, the CT2 and the CT3, judging according to the collected currents and determining the position where a fault occurs and a corresponding fault removing instruction;
the CT1, the main circuit breaker, the roof isolating switch and the CT2 are arranged in a motor train unit roof high-voltage box.
9. The high-voltage system trunk line detection system of the motor train unit according to claim 8, wherein the signal processing module comprises an input-output interface, a high-voltage control unit and a VCB control loop unit;
the input and output interface is used for connecting the CT1 of each compartment;
the high-voltage control unit is connected with the input/output interface and is used for acquiring a current signal of the CT1 through the input/output interface and sending a command for disconnecting the main circuit breaker to the VCB control loop unit when the current of the CT1 exceeds a preset limit value;
and the VCB control loop unit is used for receiving the instruction sent by the high-voltage control unit and executing corresponding operation according to the instruction.
10. The high-voltage system trunk line detection system of the motor train unit according to claim 9, wherein the signal processing module further comprises a central processing unit, a signal output unit;
the high-voltage control unit is further configured to obtain current signals of the CT1, the CT2 and the CT3 through the input/output interface, convert the acquired current signals into a digital current value, and send the digital current value to the central processing unit;
the central processing unit is used for receiving and summarizing the current value sent by the high-voltage control unit, carrying out logic judgment according to the received current value and transmitting a logic judgment result to the signal output unit through an MVB cable;
the signal output unit is connected with the central processing unit and is used for receiving the logic judgment result sent by the central processing unit and sending a corresponding instruction to the VCB control loop unit according to the logic judgment result;
when the central processing unit detects that the current value of the CT1 is larger than the preset limit value and does not detect the numerical value of [ CT1- (CT2+ CT3) ], determining that the logical judgment result is that the high-voltage system equipment has the ground fault.
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| WO2024108628A1 (en) * | 2022-11-25 | 2024-05-30 | 中车长春轨道客车股份有限公司 | Emu ground fault positioning control system |
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