CN112721902B - Intelligent monitoring method for locomotive brake resistor fault - Google Patents
Intelligent monitoring method for locomotive brake resistor fault Download PDFInfo
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- CN112721902B CN112721902B CN202110122681.9A CN202110122681A CN112721902B CN 112721902 B CN112721902 B CN 112721902B CN 202110122681 A CN202110122681 A CN 202110122681A CN 112721902 B CN112721902 B CN 112721902B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
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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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/02—Dynamic electric resistor braking
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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
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Braking Arrangements (AREA)
Abstract
A temperature sensor is arranged in or on the surface or around the surface of a brake resistor element of a locomotive brake resistor, temperature signals on the brake resistor element are collected, an air duct air parameter detection sensor is arranged at an air supply inlet or an air duct outlet of the locomotive brake resistor, air parameter information in an air duct of the locomotive brake resistor is collected by the air duct air parameter detection sensor, the temperature signals and the air parameter information are sent to a traction control unit through a CAN bus to be intelligently identified and monitored, and the condition of the locomotive brake resistor is determined through intelligent identification of the traction control unit. The invention obtains the temperature signal and the air parameter information by detecting the brake resistor element, and intelligently identifies and judges the running condition of the locomotive brake resistor through the temperature signal and the air parameter information, thereby effectively protecting the running safety of the locomotive brake resistor and being suitable for popularization and application of various locomotive brake resistors.
Description
Technical Field
The invention relates to a component monitoring method of an electric locomotive braking system, in particular to an intelligent monitoring method of locomotive braking resistance faults; the intelligent monitoring method for the locomotive brake resistance fault and the grounding resistor can effectively reduce the occurrence of the locomotive brake resistance fault; belongs to the technical field of electric locomotive manufacture.
Background
At present, most electric locomotives adopt resistance braking, a traction motor which originally drives a wheel pair is converted into a generator by using the resistance braking, and a motor rotor is driven by the wheel pair to rotate by using the inertia of a train so as to generate electricity, so that reaction torque is generated, the kinetic energy of the train is consumed, and the aim of generating a braking effect is fulfilled. And the current generated by the motor is dissipated into the atmosphere through a specially arranged resistance element by ventilation and heat dissipation.
However, the braking resistor element generates a large amount of heat during braking, the generated large amount of heat must be dissipated to the atmosphere, otherwise the temperature of the resistor element is increased, and if an effective heat dissipation means cannot be adopted, the heat generated by the braking resistor is accumulated in the braking resistor, and the burning of the braking resistor can be caused in a short time. Therefore, the temperature rise of the brake resistor must be effectively controlled, and the current brake resistors can be divided into a forced ventilation cooling type brake resistor and a natural ventilation cooling type brake resistor. In the two types of brake resistor systems, although the temperature detection and monitoring devices are arranged to monitor the temperature state of the brake resistor in real time, the monitoring effect is not ideal from the operating condition; the main reason is that the resistance element is electrified, so that in order to avoid damage of kilovolt high voltage on the resistance element to the temperature sensor, the temperature sensor is arranged at a position away from the resistance element for detection in the conventional temperature monitoring process, and the actual temperature of the resistance element is judged by measuring the temperature of air flowing around the resistance element; this will result in significant errors and hysteresis; the accuracy and precision of the detection are affected, and the accuracy of the temperature detection is also affected for the wind speed and the wind pressure passing through the resistance element, so that the wind pressure and the wind speed passing through the resistance element need to be detected while the temperature is detected, and the estimated temperature value of the resistance element is obtained through conversion. There is therefore a great need for improvement.
Recently, a technical scheme of comparing and analyzing the temperatures of the air outlet and the air inlet is also provided, but the collected temperature is the temperature of the air outlet and has a great difference with the temperature of an actual resistance element, so that the accuracy is questioned. The brake resistor is protected by estimating the heat value generated by the brake resistor to judge whether the brake resistor exceeds the set range, but the problem that the estimated value is deviated from the actual value still exists, so that the unexpected problem that the actual monitoring is lacked occurs. Further improvements are therefore still necessary.
Through patent search, no relevant patent technical literature reports are found, the most relevant literature is a paper, and the relevant literature includes the following:
1. the utility model has the patent number of CN201720309477.7 and is named as a locomotive brake resistance temperature control system, and discloses a locomotive brake resistance temperature control system which comprises a temperature probe, a temperature amplifying circuit, a comparison circuit, a relay drive circuit, a signal output circuit and a power circuit; the temperature probe is connected with the temperature amplifying circuit, the temperature amplifying circuit is connected with the comparison circuit, the comparison circuit is connected with the relay driving circuit, the relay driving circuit is connected with the signal output circuit, and the temperature amplifying circuit, the comparison circuit and the relay driving circuit are all connected with the power circuit.
2. The patent number is CN201510431603.1, and the invention patent is entitled brake resistor overheating protection method, device, readable storage medium and controller, and discloses a brake resistor overheating protection method, device, readable storage medium and controller, which comprises the steps of integrating the difference value between the real-time heat production quantity of a brake resistor and the preset instant heat dissipation quantity after the brake resistor is put into operation to obtain the accumulated heat quantity value; calculating to obtain a temperature rise value, and adding the temperature rise value and the initial temperature value when the brake resistor is put into operation to obtain the actual temperature after the brake resistor is put into operation; and judging whether the actual temperature of the brake resistor after the brake resistor is put into operation is greater than a preset temperature threshold value, and if so, controlling the brake resistor to quit the operation.
3. The invention patent with the patent number of CN201610789223.X, and the name of "a method and a device for monitoring and protecting a vehicle-mounted brake resistance", discloses a method and a device for monitoring and a method and a device for protecting a vehicle-mounted brake resistance, comprising: 1) obtaining feedback power at a direct current side and power of an intermediate support capacitor in real time, and converting total power generated by braking at an alternating current side into converted total power obtained at the direct current side; 2) obtaining real-time consumed power of the brake resistor according to the feedback power of the direct current side, the power of the middle support capacitor and the converted total power; 3) and judging the overcurrent and temperature rise states of the brake resistor.
From the analysis of the above patent documents, we found that these patents relate to the control of the brake resistance, and many of them are based on the research on the control of the temperature, and some improved technical solutions have been proposed, but these technical solutions still have some problems, and still do not solve some practical problems, so that many unexpected problems and failures still occur in the practical application, and therefore further research on this is still necessary.
Disclosure of Invention
The invention aims to provide a novel locomotive brake resistance monitoring method aiming at the defects of the existing brake resistance system, the locomotive brake resistance monitoring method can monitor the working state of the whole locomotive brake resistance in real time during the running work of the locomotive brake resistance, and can forecast in advance before the locomotive brake resistance breaks down, thereby preventing the fault of the locomotive brake resistance.
In order to achieve the purpose, the invention provides an intelligent monitoring method for locomotive brake resistor faults, wherein a temperature sensor is arranged beside a brake resistor element of a locomotive brake resistor to acquire a temperature signal on the brake resistor element, an air duct air parameter detection sensor is arranged at an air duct opening at an air supply inlet or an air supply outlet of the locomotive brake resistor, air parameter information in an air duct of the locomotive brake resistor is acquired by the air duct air parameter detection sensor, the temperature signal and the air parameter information are sent to a traction control unit through a CAN bus to be intelligently identified and monitored, and the condition of the locomotive brake resistor is determined through intelligent identification of the traction control unit.
Furthermore, the temperature sensor is arranged beside the brake resistance element of the locomotive brake resistance, namely the temperature sensor is arranged at any position in the body or on the surface or around the surface of the brake resistance element, the temperature value of the device material of the resistance element is acquired through the temperature sensor, and the acquired temperature signal is transmitted to the traction control unit; and judging the working condition of the brake resistance element by comparing the temperature signal with the data of other sensors.
Furthermore, the air parameter information in the air duct of the locomotive brake resistor is acquired by using the air duct air parameter detection sensor, namely, the air duct sensor is arranged in the ventilation air duct of the brake resistor element, the air duct sensor acquires related data information in the air duct, the data information is also transmitted to the traction control unit through the CAN bus, the data information and the temperature signal are used as analysis data, and whether the working condition of the brake resistor element is normal or not is judged through the comparative analysis of the temperature signal and the related data information in the air duct acquired by the air duct sensor.
Further, the comparison and analysis of the temperature signal and the related data information in the air duct collected by the air duct sensor is used for judging whether the working condition of the brake resistance element is normal or not, namely the temperature value of the brake resistance element is collected by the temperature sensor, the comprehensive comparison and analysis of the working condition of the brake resistance element and the related data information in the air duct collected by the air duct sensor are carried out, whether the change of the temperature value of the brake resistance element is normal or not is judged by subtracting the influence of the air parameter information in the air duct of the locomotive brake resistance element through the change of the temperature value of the brake resistance element, and if the change of the temperature value exceeds the normal range, the warning system is used for prompting or giving an alarm.
Furthermore, the data information collected by the air duct sensor includes air pressure and air speed of the air duct or temperature signal data of the channel, and the temperature of the braking resistance element collected by the temperature sensor is corrected by the air pressure and air speed of the air duct or the temperature signal data of the channel, so as to judge whether the temperature change of the braking resistance element is normal.
Furthermore, the step of sending the temperature signal and the air parameter information to the traction control unit through the CAN bus for intelligent identification and monitoring is to adopt a comparison method, and determine whether the temperature value of the brake resistance element is normal or not by comparing the temperature signal data with a standard value; the comparison method comprises the steps of measuring a standard temperature curve of the brake resistance element according to the brake resistance element, storing the standard temperature curve of the brake resistance element into a traction control unit (DCU), acquiring a temperature signal of the brake resistance element in real time through a temperature sensor to form an actual temperature curve of the brake resistance element, comparing the actual temperature curve of the brake resistance element with the standard temperature curve of the brake resistance element, and judging the repeatability of the actual temperature curve of the brake resistance element and the standard temperature curve of the brake resistance element; if the actual temperature curve of the brake resistance element and the standard temperature curve of the brake resistance element are repeated or deviate within an allowed range, the brake resistance element is indicated to work normally, if the actual temperature curve of the brake resistance element and the standard temperature curve of the brake resistance element deviate from the allowed range, the brake resistance element is indicated to work abnormally, and a traction control unit (DCU) gives an early warning or an alarm.
Furthermore, the air parameter information is the air parameter information from the outlet of the fan in the braking resistance box body to the air channel from the outlet of the braking resistance, the temperature signal of the braking resistance element is corrected in real time by collecting the air parameter information, the temperature influence of the braking resistance element caused by air factors in the air channel of the braking resistance is eliminated, and the effect of accurately determining the temperature of the braking resistance element is achieved.
Furthermore, the temperature sensor is wrapped in the heat-conducting insulating material, and then the temperature sensor wrapped with the heat-conducting insulating material is tightly attached to the surface of the brake resistor disc or extends into the brake resistor disc, so that the temperature in or on the surface of the brake resistor disc is directly acquired, and then the acquired temperature signal value is transmitted to the traction control unit.
Further, the step of wrapping the temperature sensor in the heat-conducting insulating material is to wrap the temperature sensor in a ceramic shell with radiating fins, and then fixedly install the ceramic shell wrapped with the temperature sensor on the surface or in the body of the brake resistor disc, so that the temperature sensor and the brake resistor disc form insulation and isolation contact, and the insulation resistance of the ceramic shell is guaranteed to be 7.5KV/1 min.
Furthermore, the temperature sensor is wrapped in the ceramic shell with the radiating fins, a semi-open temperature sensor mounting hole is formed in the middle of the ceramic shell, and the temperature sensor is fixed in the ceramic shell mounting hole through heat-conducting glue.
Further, with ceramic casing fixed mounting at the body surface of braking resistance piece or internal be at the body surface of braking resistance piece or the internal mounting hole that sets up installation temperature sensor, put into the mounting hole with the ceramic casing that the parcel has temperature sensor again, fix the ceramic casing that the parcel has temperature sensor through the fastening mode, expose the fin of the ceramic casing that the parcel has temperature sensor outside the body surface of braking resistance piece simultaneously to guarantee that temperature sensor and the insulating creepage distance of braking resistance piece satisfy insulating requirement.
The invention has the advantages that:
according to the invention, the real-time temperature of the brake resistor component can be actually measured by a combined data monitoring mode of directly collecting the temperature of the resistor element of the brake resistor and collecting air information data in the air channel, and meanwhile, the running condition of the brake resistor element can be accurately monitored; therefore, the real-time working state of the brake resistor can be judged conveniently, and the method has the following advantages that:
1. according to the invention, the temperature of the brake resistor component and the air information data in the air channel are respectively collected, and the collected temperature can be corrected in real time by utilizing the air information data in the air channel through intelligent judgment, so that whether the temperature change of the brake resistor component is normal or not can be accurately determined;
2. the intelligent monitoring of the brake resistor is carried out by combining the temperature signal with the air information data in the air duct, the modification can be carried out in a small range, the improvement can be carried out on the basis of arranging a sensor in the existing air duct, and only one brake resistor temperature sensor is arranged; the method has the characteristics of small change and implementation, and is beneficial to the intelligent improvement of the brake resistor which is running at present;
3. by collecting the temperature on the surface or in the body of the brake resistor, the real temperature of the brake resistor component can be collected, the difference between the estimated temperature and the actual temperature, which is generated by calculating the heat value, does not exist, and the difference between the temperature in the air at the outlet and the air at the inlet of the fan and the actual temperature does not exist, so that the actual working condition of the locomotive brake resistor can be accurately determined;
4. the temperature sensor is arranged on the body surface or in the body of the brake resistor component through the insulating sleeve, so that the temperature sensor is favorably fixed, the change influence of the temperature value caused by the shaking of the temperature sensor in the air is more favorably prevented, and the adverse influence caused by the change of the environmental temperature is reduced;
5. the temperature sensor is isolated from the brake resistor component through the high-heat-conductivity insulating material, so that the insulating effect can be guaranteed, the brake resistor component can be tightly attached, the real temperature of the brake resistor component is detected, and the follow-up intelligent analysis and judgment are facilitated.
Drawings
FIG. 1 is a schematic diagram of the working principle of a locomotive brake resistor
FIG. 2 is a schematic diagram of a system architecture according to an embodiment of the present invention;
FIG. 3 is a schematic view of a temperature sensor and wind tunnel sensor mounting structure according to an embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a temperature sensor in accordance with one embodiment of the present invention;
FIG. 5 is a graph of the thickness of the ceramic shell versus the insulation and thermal conductivity properties of the present invention;
fig. 6 is a schematic view of a temperature sensor mounting structure according to another embodiment of the present invention.
Detailed Description
The invention will be further elucidated with reference to the drawings and specific embodiments.
Example one
The working principle of the conventional locomotive brake resistor is shown in the attached figure 1; when the vehicle starts braking by the brake resistor, the train turns on IGBT overvoltage chopping, and regenerative energy of the IGBT chopping is consumed by the locomotive brake resistor; then the heat of the locomotive brake resistor is dissipated into the air through the fan; however, as the regenerative energy is dissipated in the form of heat energy to the brake resistor, the temperature of the resistor gradually rises, and the locomotive brake resistor needs to be monitored in real time to prevent the local locomotive brake resistor from rising too fast to cause a fault, otherwise, the safe operation of the vehicle traction system is seriously affected.
In order to obtain accurate brake resistance temperature, the invention arranges a temperature sensor 2 in the body of a brake resistance element 1 of the locomotive brake resistance, and arranges a ventilation air channel sensor 15 in the ventilation air channel of the locomotive brake resistance (as shown in figure 2); signals acquired by the two sensors are sent to a traction control unit (DCU) 4 through a CAN bus 3 together for intelligent identification and monitoring, and the condition of the locomotive brake resistance is determined through intelligent identification of the traction control unit (DCU) 4; once the abnormal temperature change of the brake resistance element is found, early warning is carried out in real time; when the fault data information beyond the range appears, alarming and fault processing are carried out, and the normal operation of the locomotive brake resistor is ensured.
As shown in fig. 3, a temperature sensor 2 is arranged in a brake resistor element 1 of the locomotive brake resistor, a temperature sensor 2 is arranged in the brake resistor element 1 at any position in a brake resistor system 5, the temperature sensor 2 is used for acquiring the temperature in the brake resistor element 1, and the acquired temperature signal is transmitted to a traction control unit 4 through a CAN bus 3; the temperature signal is intelligently identified and monitored through a traction control unit (DCU), and the working condition of the brake resistance element is judged through comparison with other data.
The temperature sensor 2 of the embodiment adopts a thermocouple as a temperature sensor, the default set value of the thermocouple is 750 ℃, and the temperature data in the brake resistor body can be recorded in real time, so as to provide data support for subsequent fault analysis.
The ventilation air channel sensor 15 arranged in the ventilation air channel of the locomotive brake resistor is a sensor for collecting air data information in the ventilation air channel of the locomotive brake resistor in any space in the ventilation air channel supplied by the brake resistor fan 20, and comprises a sensor for collecting information such as air pressure, air speed, air temperature in the ventilation air channel and the like; the sensor can be a single sensor or a composite information sensor for collecting various information; preferably, the present embodiment collects the wind pressure and wind speed data in the ventilation duct of the locomotive brake resistor, the wind pressure and wind speed monitoring sensors 18 and 19 are respectively arranged at the inlet 16 and the outlet 17 of the ventilation duct of the locomotive brake resistor, the wind pressure and wind speed of the ventilation duct of the locomotive brake resistor are collected in real time through the wind pressure and wind speed monitoring sensors 18 and 19, the collected wind pressure and wind speed data information is transmitted to the traction control unit 4 through the CAN bus 3, the data information is matched with the temperature sensor 2 in the brake resistor element 1 to perform intelligent monitoring, and the working condition of the brake resistor element is analyzed through comparison.
The brake resistor element 1 is a brake resistor sheet, the brake resistor sheets are connected in series and overlapped together, and then fixed through a fastener to form the resistor element 1; because the brake resistance element is provided with high voltage electricity, the temperature sensor 2 and the brake resistance element 1 must be isolated, but the collected data is easy to generate errors after the isolation is far away; therefore, the temperature sensor 2 is wrapped in the heat-conducting insulating material 6, as shown in fig. 5, the temperature sensor 2 wrapped with the heat-conducting insulating material 6 extends into the brake resistor sheet 7 and is tightly attached to the surface in the brake resistor sheet 7, the temperature in the brake resistor sheet is directly acquired, and then the temperature signal value acquired by the temperature sensor is transmitted to the traction control unit.
The temperature sensor 2 is wrapped in the heat-conducting insulating material 6, namely the temperature sensor 2 is wrapped in the ceramic shell 8 with the radiating fins, the ceramic shell 8 is made into a semi-open hollow cylinder, a semi-open hollow blind hole 9 is formed in the ceramic shell, the temperature sensor 2 is inserted into the hollow blind hole 9, and the bottom of the temperature sensor 2 is attached to the bottom of the hollow blind hole 9; in order to ensure the accuracy of the acquisition temperature and simultaneously consider the requirement of insulating property, the thickness of the bottom 10 of the ceramic shell is controlled to be 0.5-0.8 mm; thus, insulation can be ensured, and the heat conduction effect and precision can be ensured; in order to enhance the heat dissipation effect, heat dissipation insulating fins 11 are arranged at the upper part of the opening of the ceramic shell 8, the number of the heat dissipation insulating fins 11 is 2-3, the interval of each circle is 2-5mm, the thickness of each heat dissipation insulating fin 11 is 1-2mm, and heat dissipation is carried out through the heat dissipation insulating fins 11; meanwhile, the heat dissipation insulating fins 11 can also improve the overall insulating effect of the temperature sensor, and can ensure that the insulating resistance of the ceramic shell 8 is withstand voltage of 7.5KV/1min by controlling the depth of the ceramic shell 8 inserted into the hollow blind hole 9 of the braking resistor disc 7; when the assembly wrapped with the temperature sensor is assembled, the temperature sensor 2 for measuring temperature is inserted into the ceramic shell 8, so that the bottom of the temperature sensor 2 is tightly attached to the bottom 10 of the ceramic shell, then the temperature sensor 2 and the ceramic shell 8 are fastened together, and then the ceramic shell wrapped with the temperature sensor is inserted into the hollow blind hole 9 of the brake resistor disc 7, so that the temperature sensor and the brake resistor disc are in direct contact with each other in an insulation and isolation manner, and the internal temperature of the brake resistor can be directly acquired through the ceramic shell 8; moreover, the ceramic shell 8 is directly inserted into the brake resistor body and is tightly attached to the inner surface of the brake resistor body, so that the relative heat conduction coefficient is determined, the interference of air is avoided, and the internal temperature of the brake resistor can be still acquired; the temperature sensor 2 and the ceramic shell 8 are tightly packaged together through the heat-conducting insulating glue 5; preferably, the temperature sensor is fixed in the hollow blind hole 9 of the ceramic shell 8 through organic silicon type heat-conducting glue for packaging, and then the ceramic shell 8 wrapped with the temperature sensor 2 is fixedly arranged in the brake resistor disc 7; the temperature sensor 2 and the ceramic housing 8 may be fastened together by mechanical fastening, such as by screwing, or by mechanical fastening.
The ceramic shell 8 is fixedly arranged in the body of the brake resistor disc 7, a mounting hole 12 for mounting a temperature sensor is arranged in the body of the brake resistor disc 7, the ceramic shell 8 wrapped with the temperature sensor is placed in the mounting hole 12, the ceramic shell 8 wrapped with the temperature sensor is fixed in the mounting hole 12 in a fastening mode, and meanwhile, the surface of the shell of the ceramic shell 8 is ensured to be tightly attached to the inner wall and the bottom of the mounting hole 12 of the brake resistor disc 7; preferably, a step 13 is arranged on the ceramic shell 8, the step 13 of the ceramic shell 8 is pressed by a fastener 14, the ceramic shell 8 is fixed on the mounting hole 12 of the braking resistor disc, and the outer surface of the ceramic shell is coated with silicone type heat-conducting glue, so that the surface of the shell of the ceramic shell 8 is tightly attached to the inner wall of the mounting hole of the braking resistor disc, and a good heat-conducting structure is formed; in addition, the radiating insulating fins 11 of the ceramic shell 8 wrapped with the temperature sensor are exposed out of the surface of the brake resistor disc 7, the insulating creepage distance between the temperature sensor and the brake resistor disc is ensured to meet the insulating requirement, and the insulating resistance is over 7.5KV/1 min.
The ceramic shell 8 is made of a heat-conducting and insulating ceramic material, and is preferably made of a heat-conducting and insulating ceramic material with the same heat conductivity coefficient as that of the brake resistor disc, in the embodiment, AlN ceramic is preferably adopted, the wall thickness of the ceramic shell is reduced as much as possible under the condition that sufficient insulating performance is ensured, the wall thickness of the side wall of the ceramic shell 8 is controlled to be 0.5-1.0mm, and the thickness of the bottom of the ceramic shell 8 is controlled to be 0.5-0.8 mm; and the heat conductivity coefficient of the AlN ceramic is controlled to be 290-310W/m.K, so that the expansion coefficients of the ceramic shell and the braking resistance sheet are the same, and the phenomenon of cracking of the ceramic shell at high temperature caused by the fact that the expansion coefficients of the braking resistance and the ceramic shell are different can be effectively avoided.
Because the AlN ceramic shell is tightly attached to the mounting hole 12 of the brake resistor disc 7; in order to determine the reliability of the AlN ceramic shell, when the thermal conductivity of the AlN ceramic is required to be controlled to 290-310W/m.K through repeated performance test tests, the thermal expansion coefficient of the AlN ceramic is almost the same as that of the brake resistor sheet 7; thus, the problem of explosion caused by the fact that the thermal expansion coefficient of the brake resistor sheet 7 is not consistent with that of the AlN ceramic shell when the brake resistor sheet 7 generates heat is avoided. Meanwhile, the peripheral thickness of the AlN ceramic shell is controlled to be 0.5-1.0 mm; the thickness of the ceramic at the bottom is 0.5-0.8mm, so that the insulation requirement of the temperature sensor and the brake resistor disc can be met, the thermal conductivity can be improved, and the temperature measurement accuracy can be effectively improved; the experimental data of the AlN ceramic case for the performance test are shown in FIG. 5.
As can be seen from the test data in FIG. 5, when the thickness of the bottom ceramic exceeds 0.5 mm, the insulating property of the ceramic can reach withstand voltage of 7.5KV/1min, and the withstand voltage strength is further improved along with the increase of the thickness; however, with the increase of the thickness, the heat conduction performance of the AlN ceramic shell is gradually reduced, and after the thickness reaches more than 1.0mm, the heat conduction performance of the AlN ceramic shell is obviously reduced, which greatly influences the accuracy of temperature measurement and generates obvious reaction lag, so that the thickness of the ceramic at the bottom is properly controlled to be 0.5-1.0 mm; and the bottom of the ceramic shell is in direct contact with a probe of the temperature sensor, so that the thinner the thickness of the bottom is, the better, and the thickness is controlled to be 0.5-0.6 mm.
The condition of determining the locomotive brake resistance through the intelligent identification of the traction control unit (DCU) 4 is that an input temperature sensor 15 and an output temperature sensor 16 are respectively arranged in the bodies at two input and output positions of a brake resistance sheet 7 of a brake resistance body; the temperature values in the brake resistor bodies at the input end and the output end of the brake resistor element are acquired through an input temperature sensor 15 and an output temperature sensor 16, and the temperature values at the input end and the output end are transmitted to a traction control unit (DCU) as two paths of temperature signals; comparing and analyzing the two temperature signal values through a traction control unit to determine whether the working condition of the brake resistance element is normal or not; and whether the brake resistance element has the initial fault symptom is judged by controlling the difference value of the two temperature signals.
The step of determining whether the working condition of the brake resistance element is normal or not according to the difference value of the two temperature signals is to subtract the temperature signal detected by the temperature sensor at the input end from the temperature signal detected by the temperature sensor at the output end; when the value obtained by subtracting is a constant, the working state of the whole brake resistance element is normal, if the value obtained by subtracting is a changed value, and when the value exceeds the determined range, the working state of the brake resistance element is judged to be abnormal, and the warning system prompts the working state; and when the temperature exceeds the allowed range value, a fault is indicated, and the system gives an alarm.
The working condition of the brake resistance element is judged by comparing the two paths of temperature signal data, namely a comparison method is adopted, and whether the temperature value of the brake resistance element is normal or not is determined by comparing the two paths of temperature signal data with a standard value; the comparison method comprises the steps of storing a temperature curve of a standard brake resistance element in a traction control unit (DCU) according to the measured temperature curve of the brake resistance element, acquiring temperature signals of two positions in real time through a temperature sensor to form two temperature curves, comparing the two temperature curves with the temperature curve of the standard brake resistance element, judging the repeatability of the temperature curve combination of the two positions and the temperature curve of the standard brake resistance element, if the temperature curves of the two position curve combination and the standard brake resistance element are repeated or deviate in an allowed range, indicating that the brake resistance element normally works, and if the temperature curves of the two position curve combination and the standard brake resistance element deviate from the allowed range, indicating that the brake resistance element abnormally works; the early warning or alarm will be made by the traction control unit (DCU).
Example two
The second embodiment has basically the same principle as the first embodiment, but is different in specific structure and processing mode; an intelligent monitor method for the failure of braking resistor of locomotive features that a temp sensor is installed to the surface of braking resistor, the temp sensor is attached to the surface of braking resistor, the temp value on the surface of braking resistor is directly collected and converted to electric temp signal, sent to a traction control unit (DCU) through a CAN bus for intelligent identification and monitoring, meanwhile, an air duct air temperature sensor is arranged at the outlet or the inlet of the ventilation air duct of the brake resistor, the air temperature in the air duct is detected by the air duct air temperature sensor, the detected air temperature in the air duct is also sent to a traction control unit (DCU) through a CAN bus, comparing and analyzing the temperature value on the surface of the brake resistance element and the air temperature of the air duct with the determined standard temperature value, determining a condition of a locomotive brake resistance through intelligent identification by a traction control unit (DCU); once the temperature fault data information of the brake resistor element is found, alarming and fault processing are carried out, and the normal operation of the locomotive brake resistor is ensured.
The temperature sensors are respectively arranged on the surfaces of the input end and the output end of the body surface 201 of the brake resistance element in the brake resistance system, the temperature sensors 202 are isolated by insulating materials and then closely attached to the body surface 201 of the brake resistance element, the temperature of the body surface of the resistance element is collected by the temperature sensors 202, and the collected temperature signals are transmitted to the traction control unit through a signal wire 203; the working condition of the brake resistance element is judged through intelligent comparison of a traction control unit (DCU). The air duct air temperature sensor arranged at the outlet or the inlet of the ventilation air duct of the braking resistor is the same as a conventional temperature detection sensor without modification.
The surface of the body surface 201, which is the input end and the output end of the brake resistor, for clinging the temperature sensor 202 to the body surface of the brake resistor is provided with an installation frame 204 (as shown in figure 6) or is provided with a threaded hole, and then a ceramic shell 208 with the temperature sensor 202 is installed on the installation frame 204 or is fixed on the surface of the threaded hole through a bolt, so that the ceramic shell clings to the surface of the brake resistor, and the temperature value on the surface of a brake resistor element is directly acquired.
The temperature sensor 202 adopts a contact type thermal resistor temperature sensor, the default set detection value is 750 ℃, and the data of the temperature of the brake resistor can be recorded in real time so as to provide data support for subsequent fault analysis.
The ceramic shell is made of BeO ceramic or Si3N4 ceramic material, the heat conductivity coefficient is controlled to be 290-310W/m.K, the expansion coefficient of the ceramic shell and the expansion coefficient of the brake resistance card are the same, and the wall thickness of the side wall of the ceramic shell is controlled to be 0.8-1.0mm under the condition of ensuring enough insulating performance; the wall thickness of the bottom of the ceramic shell is 0.5-0.8 mm.
The intelligent identification and determination of the locomotive brake resistance through the traction control unit (DCU) is characterized in that temperature sensors are respectively arranged on the body surfaces of the input end and the output end of the brake resistance, the body surface temperature values of the input end and the output end of the brake resistance element are acquired through the temperature sensors on the surface of the brake resistance element, and the acquired temperature signals are transmitted to the traction control unit; and the traction control unit compares and analyzes the temperature signal value, and judges whether the working condition of the brake resistance element is normal or not through comparison and analysis.
The other parts of this embodiment are the same as the embodiment.
The above listed embodiments are only for clear and complete description of the technical solution of the present invention with reference to the accompanying drawings; it should be understood that the embodiments described are only a part of the embodiments of the present invention, and not all embodiments, and the terms such as "upper", "lower", "front", "back", "middle", etc. used in this specification are for clarity of description only, and are not intended to limit the scope of the invention, which can be implemented, and the changes or modifications of the relative relationship thereof are also regarded as the scope of the invention without substantial technical changes. Meanwhile, the structures, the proportions, the sizes, and the like shown in the drawings are only used for matching with the contents disclosed in the specification, so as to be understood and read by those skilled in the art, and are not used for limiting the conditions under which the present invention can be implemented, so that the present invention has no technical essence, and any structural modification, changes in proportion relation, or adjustments of the sizes, can still fall within the range covered by the technical contents disclosed in the present invention without affecting the effects and the achievable purposes of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention has the advantages that:
according to the invention, the real-time temperature of the brake resistor component can be actually measured by a combined data monitoring mode of directly collecting the temperature of the resistor element of the brake resistor and collecting air information data in the air channel, and meanwhile, the running condition of the brake resistor element can be accurately monitored; therefore, the real-time working state of the brake resistor can be judged conveniently, and the method has the following advantages that:
1. according to the invention, the temperature of the brake resistor component and the air information data in the air channel are respectively collected, and the collected temperature can be corrected in real time by utilizing the air information data in the air channel through intelligent judgment, so that whether the temperature change of the brake resistor component is normal or not can be accurately determined;
2. the intelligent monitoring of the brake resistor is carried out by adopting a mode of combining the temperature signal with air information data in the air duct, the intelligent monitoring can be modified in a small range, the intelligent monitoring can be improved on the basis of arranging a sensor in the existing air duct, and only one brake resistor temperature sensor is arranged; the method has the characteristics of small change and implementation, and is beneficial to the intelligent improvement of the brake resistor which is running at present;
3. by collecting the temperature on the surface or in the body of the brake resistor, the real temperature of the brake resistor component can be collected, the difference between the estimated temperature and the actual temperature, which is generated by calculating the heat value, does not exist, and the difference between the temperature in the air at the outlet and the air at the inlet of the fan and the actual temperature does not exist, so that the actual working condition of the locomotive brake resistor can be accurately determined;
4. the temperature sensor is arranged on the body surface or in the body of the braking resistor component through the insulating sleeve, so that the temperature sensor is favorably fixed, the temperature change influence caused by the shaking of the temperature sensor in the air is more favorably prevented, and the adverse influence caused by the environment temperature change is reduced;
5. the temperature sensor is isolated from the brake resistor component through the high-heat-conductivity insulating material, so that the insulating effect can be guaranteed, the brake resistor component can be tightly attached, the real temperature of the brake resistor component is detected, and the follow-up intelligent analysis and judgment are facilitated.
Claims (9)
1. A locomotive brake resistance failure intelligent monitoring method, set up the temperature pick-up beside the brake resistance component of the locomotive brake resistance, gather the temperature signal on the brake resistance component, set up the air duct air parameter detection sensor in the air supply entrance or wind channel mouth of the exit of the locomotive brake resistance at the same time, utilize the air duct air parameter detection sensor to gather the air parameter information in the air duct of the locomotive brake resistance, and send temperature signal and air parameter information to the traction control unit through CAN bus to carry on the intellectual identification and control, confirm the situation of the locomotive brake resistance through the intellectual identification of the traction control unit; the method for acquiring the air parameter information in the air channel of the locomotive brake resistor by using the air channel air parameter detection sensor is characterized in that the air channel sensor is arranged in the ventilation air channel of the brake resistor element, the air channel sensor acquires related data information in the air channel, the data information is also transmitted to the traction control unit through a CAN bus and is used as analysis data together with a temperature signal, and whether the working condition of the brake resistor element is normal or not is judged through the comparative analysis of the temperature signal and the related data information in the air channel acquired by the air channel sensor; the method comprises the steps of judging whether the working condition of a brake resistance element is normal or not through comparison and analysis of a temperature signal and relevant data information in an air duct collected by an air duct sensor, carrying out comprehensive comparison and analysis on the working condition of the brake resistance element and the relevant data information in the air duct collected by the air duct sensor, judging whether the change of the temperature value of the brake resistance element is normal or not through the change of the temperature value of the brake resistance element and subtracting the influence of air parameter information in the air duct of the locomotive brake resistance, and prompting or alarming through an early warning system if the change of the temperature value exceeds a normal range.
2. The locomotive brake resistor fault intelligent monitoring method of claim 1, characterized by: the temperature sensor is arranged beside the brake resistance element of the locomotive brake resistance, namely the temperature sensor is arranged at any position in the body or on the surface or around the surface of the brake resistance element, the device material temperature value of the resistance element is acquired through the temperature sensor, and the acquired temperature signal is transmitted to the traction control unit; and judging the working condition of the brake resistance element by comparing the temperature signal with the data of other sensors.
3. The locomotive brake resistor fault intelligent monitoring method of claim 1, characterized by: the method is characterized in that the air duct sensor is used for collecting related data information in the air duct, wherein the related data information comprises air pressure and air speed of the air duct or temperature signal data of a channel, and the air pressure and air speed of the air duct or the temperature signal data of the channel are used for correcting the temperature of the brake resistance element collected by the temperature sensor, so that whether the temperature change of the brake resistance element is normal or not is judged.
4. The locomotive brake resistor fault intelligent monitoring method of claim 1, characterized by: the method for intelligently identifying and monitoring the temperature signal and the air parameter information sent to the traction control unit through the CAN bus adopts a comparison method, and whether the temperature value of the brake resistance element is normal or not is determined through comparison of temperature signal data and a standard value; the comparison method comprises the steps of measuring a standard temperature curve of the brake resistance element according to the brake resistance element, storing the standard temperature curve of the brake resistance element into a traction control unit (DCU), acquiring a temperature signal of the brake resistance element in real time through a temperature sensor to form an actual temperature curve of the brake resistance element, comparing the actual temperature curve of the brake resistance element with the standard temperature curve of the brake resistance element, and judging the repeatability of the actual temperature curve of the brake resistance element and the standard temperature curve of the brake resistance element; if the actual temperature curve of the brake resistance element and the standard temperature curve of the brake resistance element are repeated or deviate within an allowed range, the brake resistance element is indicated to work normally, if the actual temperature curve of the brake resistance element and the standard temperature curve of the brake resistance element deviate from the allowed range, the brake resistance element is indicated to work abnormally, and a traction control unit (DCU) gives an early warning or an alarm.
5. The locomotive brake resistor fault intelligent monitoring method of claim 1, characterized by: the air parameter information is the air parameter information from the outlet of the fan in the brake resistor box body to the outlet of the brake resistor in the air duct, the temperature signal of the brake resistor element is corrected in real time by collecting the air parameter information, the temperature influence of the brake resistor element caused by the air factor in the brake resistor air duct is eliminated, and the effect of accurately determining the temperature of the brake resistor element is achieved.
6. The locomotive brake resistor fault intelligent monitoring method of claim 2, characterized by: the temperature sensor is arranged in or on the brake resistor element body, the temperature sensor is wrapped in the heat-conducting insulating material, the temperature sensor wrapped with the heat-conducting insulating material is tightly attached to the surface of the brake resistor disc or extends into the brake resistor disc body, the temperature in or on the surface of the brake resistor disc is directly acquired, and the acquired temperature signal value is transmitted to the traction control unit.
7. The locomotive brake resistor fault intelligent monitoring method of claim 6, wherein: the temperature sensor is wrapped in the ceramic shell with the radiating fins, and then the ceramic shell wrapped with the temperature sensor is fixedly arranged on the surface or in the body of the brake resistor disc, so that the temperature sensor and the brake resistor disc form insulated isolated contact, the wall thickness of the ceramic shell is controlled to be 0.5-2.0mm, and the bottom thickness of the ceramic shell is controlled to be 0.5-1.5 mm; the insulation resistance of the ceramic shell is ensured to be more than 7.5KV/1 min.
8. The locomotive brake resistor fault intelligent monitoring method of claim 7, wherein: the temperature sensor is wrapped in the ceramic shell with the radiating fins, a semi-open temperature sensor mounting hole is formed in the middle of the ceramic shell, and the temperature sensor is fixed in the ceramic shell mounting hole through heat conducting glue.
9. The locomotive brake resistor fault intelligent monitoring method of claim 7, wherein: ceramic housing fixed mounting be at the body surface of brake resistance piece or internal mounting hole that sets up installation temperature sensor, put into the mounting hole with the ceramic housing that the parcel has temperature sensor again, the ceramic housing that has temperature sensor through the fixed parcel of fastening mode, the fin that has temperature sensor's ceramic housing with the parcel simultaneously exposes outside the body surface of brake resistance piece to guarantee that temperature sensor and brake resistance piece's insulating creepage distance satisfies insulating requirement.
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