CN115932652A - Train trunk line fault monitoring method and system and train - Google Patents
Train trunk line fault monitoring method and system and train Download PDFInfo
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- CN115932652A CN115932652A CN202211426407.1A CN202211426407A CN115932652A CN 115932652 A CN115932652 A CN 115932652A CN 202211426407 A CN202211426407 A CN 202211426407A CN 115932652 A CN115932652 A CN 115932652A
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- 238000012544 monitoring process Methods 0.000 title claims abstract description 35
- 238000000034 method Methods 0.000 title claims abstract description 28
- 238000001514 detection method Methods 0.000 claims abstract description 20
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- 230000008901 benefit Effects 0.000 abstract description 3
- 238000010586 diagram Methods 0.000 description 15
- 238000004590 computer program Methods 0.000 description 7
- 238000012986 modification Methods 0.000 description 5
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
- G01R31/54—Testing for continuity
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
- G01R31/58—Testing of lines, cables or conductors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S10/00—Systems supporting electrical power generation, transmission or distribution
- Y04S10/50—Systems or methods supporting the power network operation or management, involving a certain degree of interaction with the load-side end user applications
- Y04S10/52—Outage or fault management, e.g. fault detection or location
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Abstract
The embodiment of the application provides a train trunk line fault monitoring method, a train and a system, wherein the train is provided with a 74V direct current power supply circuit and a 480V alternating current power supply circuit which penetrate through the whole train and are arranged in parallel along the length direction of the train; the 74V direct current power supply line is a loop, and the 74V direct current power supply line and the 480V alternating current power supply line share a connector at the vehicle end and are not communicated with each other; the method comprises the following steps: and detecting a 74V direct current power supply line, and judging whether the 480V alternating current power supply line has power supply faults or not according to the detection result. The method and the device have the advantages that the working condition of the whole train power supply main line is monitored by the aid of the whole-train through all-train-penetrating hard lines, the monitoring method is efficient and convenient, and reliability and safety of vehicles are improved.
Description
Technical Field
The application relates to the technical field of train power supply circuits, in particular to a train trunk line fault monitoring method, a train trunk line fault monitoring system and a train.
Background
The large domestic railway passenger cars mostly adopt two main lines for power supply, and each car is provided with a branch box for leading the main line power supply to the car power supply. The large railway trunk power supply diagram is shown in figure 1.
At present, a large domestic railway only provides a power supply trunk line, a detection circuit of the train power supply trunk line is not provided, and whether the power supply trunk line has a fault or not cannot be known. Even though the original vehicle may have a 480V detection system, it is usually the one that detects the power supply side (e.g. three-phase load imbalance occurs), and there is no detection for line fault.
Disclosure of Invention
In order to timely know whether a power supply trunk line has a fault or not, on one hand, the embodiment of the application provides a train trunk line fault monitoring method, wherein a 74V direct current power supply line and a 480V alternating current power supply line which penetrate through a whole train and are arranged in parallel along the length direction of a train are arranged on the train; the 74V direct current power supply line is a loop, and the 74V direct current power supply line and the 480V alternating current power supply line share a connector at the vehicle end and are not communicated with each other; the method comprises the following steps: and detecting a 74V direct current power supply line, and judging whether the 480V alternating current power supply line has power supply faults or not according to the detection result.
According to the method, the working condition of the whole train power supply main line (480V alternating current power supply line) is monitored by adopting the hard line (74V direct current line) penetrating through the whole train, the monitoring method is efficient and convenient, and the reliability and safety of the vehicle are improved. In some existing vehicle models, a 74V direct current line is arranged, and can be improved, so that the method can be applied to train trunk line fault monitoring, and the cost is greatly reduced.
Preferably, the 74V dc power supply line is detected, specifically, the 74V dc loop closing condition is collected in real time or periodically.
Preferably, a 74V dc power supply line is detected, and whether a power supply fault occurs in the 480V ac power supply line is determined according to a detection result, specifically:
if the 74V direct current loop is at a high level, judging that the 480V alternating current power supply physical connection is normal; and if the 74V direct current loop is at a low level, judging that the 480V alternating current power supply physical connection is disconnected.
Preferably, after the 480V ac power supply line is judged to be disconnected physically, a warning is sent out, and the connection condition of the 480V ac power supply line end connectors between each vehicle is prompted to check.
Preferably, after the 480V ac power supply line end connector connection condition between each vehicle is checked, if it is found that the 480V ac power supply line end connector has a disconnection fault, the vehicle operation is stopped or the vehicle degraded operation is controlled according to the vehicle operation state.
Preferably, after the 480V ac power supply line end connector connection condition between each vehicle is checked, if a disconnection fault exists in the 480V ac power supply line end connector, the fault is reported to the cab vehicle through a hard line.
On the other hand, this application still provides a train trunk fault monitoring system, includes: the 74V direct current power supply line is arranged in parallel with a 480V alternating current power supply line serving as the train trunk line and penetrates through the whole train; the 74V direct current power supply line and the 480V alternating current power supply line share the same connector at the vehicle end and are not communicated with each other; the 74V direct current power supply line forms a loop; and the detection module is connected with the 74V direct current power supply line and used for monitoring the train trunk line fault according to the method.
The train trunk fault monitoring system corresponds to the monitoring method, has the same technical effect, and is not described again.
Preferably, the connector has a 3/3 hole composition, 3 AWG 4/0 holes are molded without hardware and are used for disconnecting 480V alternating current power supply lines of the whole train, and 3 AWG10 holes are female pins and are used for connecting 74V direct current power supply lines.
Preferably, the 74 vdc circuit is connected at the end of the train using short jumpers to form a loop, which is powered by the locomotive.
In a third aspect, the application further provides a train, which comprises 480V alternating current power supply lines as a train trunk line, and is provided with the train trunk line fault monitoring system.
Preferably, the train includes a plurality of cars, and the 480V ac power supply line crosses UVW once per car. Alternating current supply main lines are crossed once in the carriage, so that three-phase load imbalance is reduced as much as possible.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a prior art power supply diagram for a large railway trunk;
FIG. 2 is a diagram of a train power supply line in an embodiment of the present application;
FIG. 3 is a pin diagram of a connector according to an embodiment of the present application;
fig. 4 is an external view of the connector according to the embodiment of the present application.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
The embodiment of the application provides a train trunk line fault monitoring method and system and a train. The train fault monitoring system comprises a 74V direct current power supply circuit, wherein the 74V direct current power supply circuit is arranged in parallel with a 480V alternating current power supply circuit serving as the train trunk line and penetrates through the whole train; the 74V direct current power supply line and the 480V alternating current power supply line share the same connector at the vehicle end and are not communicated with each other; the 74V direct current power supply line forms a loop; and the detection module is connected with the 74V direct current power supply line and is used for monitoring the train trunk line fault according to a train trunk line fault monitoring method.
The core of the train detection method is to detect a 74V direct current power supply line and judge whether a 480V alternating current power supply line has a power supply fault according to a detection result.
Specifically, as shown in fig. 2, each passenger car of the train obtains four sets of three-phase 480V ac power supplies from the locomotive, and the locomotive is responsible for controlling the whole train to use one set of 480V power supplies to the whole train. As the whole train uses an alternating current main line, UVW of each section of the train is crossed once, so that the three-phase load imbalance of the passenger train is avoided as much as possible, and the locomotive is responsible for detecting and adjusting the three-phase load balance.
As shown in fig. 2, the 74 vdc circuit running through the entire train is wired in parallel with the 480 vdc supply circuit, and the 74 vdc circuit is connected at the train end using short jumpers to form a loop, and the loop is supplied with power from the locomotive to detect the connection of the supply mains of the entire train. Meanwhile, the 74V direct current circuit and the 480V alternating current supply circuit share the same connector at the end of the train and are not connected with each other.
On the basis, the train trunk line fault detection system detects the 74V direct current power supply line and judges whether the 480V alternating current power supply line has power supply fault according to the detection result.
Specifically, a detection module of the train trunk line fault detection system periodically collects 74V direct current loop closing conditions. In other embodiments, the 74V dc loop closure condition may also be collected in real time by using a monitoring module or other signal input module.
After the train is connected and hung, after a 74V air switch for supplying power to the passenger train by the locomotive is closed, if a 74V direct current loop is at a high level, the 480V alternating current power supply physical connection is normal, and the locomotive can start to supply 480V alternating current power supply; if the 74V direct current loop is at a low level, the 480V alternating current power supply physical connection is disconnected, the 480V vehicle end connector connection condition between each vehicle needs to be checked, the connectors need to be fastened again, and stable connection of lines is guaranteed.
The 74V connection includes in-vehicle and in-vehicle connectors, and the in-vehicle wires are substantially not disconnected after the vehicle has been subjected to routine on-test, so that disconnection, i.e., connector failure, can only occur at the vehicle end. Therefore, when a loop fault occurs at 74V, basically because the connector is loose, a power supply fault occurs on the power supply line at approximately 480V. According to the scheme, an indirect detection mode is fully utilized, and the power supply fault of the 480V alternating current power supply line is detected through a 74V loop.
The system detects the fault, sends out an alarm on a locomotive man-machine interface, reports that the 480V AC power supply line of the train is disconnected, and reminds a driver or maintenance personnel to check the 480V AC power supply line and the connection condition of the connector. In addition, when the power supply failure of the 480V alternating current power supply line is detected, the vehicle is stopped when the vehicle is in a non-running state, such as preparation for starting; when the vehicle is running, the vehicle is controlled to perform degraded running. Meanwhile, the preferable locomotive control system uses a signal output module to report the fault to the cab vehicle through a hard wire, remind a driver of the fault of the locomotive, and please the locomotive to check and process the fault. The mains supply monitoring diagram is shown in figure 2-the high voltage monitoring lines.
Because the double-deck passenger car is the variable marshalling, the quantity of operation vehicle is variable, in order to avoid three-phase load unbalance as far as possible, preferably every car will 480V AC power supply line UVW once cross in the carriage, so do benefit to the locomotive and adjust three-phase load balance.
Four groups of three-phase 480V AC main lines penetrate through the whole train and are disconnected at the end part of the train, four groups of DC 74V monitoring hard lines penetrate through the whole train and are connected at the end part of the train by using a connector, the end connector 100 consists of 3/3 holes, 3 AWG 4/0 holes 10 are molded products without hardware and are used for disconnecting the AC main lines of the whole train and avoiding electric leakage, and 3 AWG10 holes 20 are female needles and are used for connecting the monitoring hard lines. The pin diagram of the end connector 100 is shown in fig. 3 and the external connection diagram of the end connector 100 is shown in fig. 4.
Illustratively, 74V and 480V are arranged in parallel and throughout the entire column. The existing train with certain models is provided with a 74V line, is usually used for auxiliary power supply and is not used for detection. The vehicle-end connectors are connected into a loop, and 74V and 480V are connected with the same connectors but are not communicated with each other. And after the hard wire connection is set, the fault monitoring on the 480V alternating current power supply line can be realized by utilizing the scheme.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein. The solution in the embodiment of the present application may be implemented by using various computer languages, for example, C language, VHDL language, verilog language, object-oriented programming language Java, and transliterated scripting language JavaScript.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In the description of the present application, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed in a particular orientation, and be operated, and thus should not be considered as limiting the present application.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and encompass, for example, both fixed and removable connections or integral parts thereof; may be mechanically, electrically or otherwise in communication with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including the preferred embodiment and all changes and modifications that fall within the scope of the present application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (11)
1. A train trunk line fault monitoring method is characterized in that,
the train is provided with a 74V direct current power supply circuit and a 480V alternating current power supply circuit which penetrate through the whole train and are arranged in parallel along the length direction of the train; the 74V direct current power supply line is a loop, and the 74V direct current power supply line and the 480V alternating current power supply line share a connector at the vehicle end and are not communicated with each other;
the method comprises the following steps: and detecting a 74V direct current power supply line, and judging whether the 480V alternating current power supply line has power supply faults or not according to the detection result.
2. The train trunk line fault monitoring method according to claim 1, characterized in that:
the detection of the 74V direct current power supply line is specifically to collect the closed condition of a 74V direct current loop in real time or periodically.
3. The train trunk line fault monitoring method according to claim 1, characterized in that: detecting a 74V direct current power supply line, and judging whether a 480V alternating current power supply line has a power supply fault according to a detection result, specifically:
if the 74V direct current loop is at a high level, judging that the 480V alternating current power supply physical connection is normal; and if the 74V direct current loop is at a low level, judging that the 480V alternating current power supply physical connection is disconnected.
4. The train trunk line fault monitoring method according to claim 3, characterized in that: and after the situation that the physical connection of the 480V alternating current power supply line is disconnected is judged, a warning is sent out, and the connection situation of the 480V alternating current power supply line end connectors among all vehicles is prompted and checked.
5. The train trunk line fault monitoring method according to claim 4, wherein: and if the 480V AC power supply line end connector has disconnection fault after the connection condition of the 480V AC power supply line end connectors among all the vehicles is checked, stopping the vehicle operation or controlling the vehicle to perform degraded operation according to the vehicle operation state.
6. The train trunk line fault monitoring method according to claim 4, wherein: and if the 480V AC power supply line end connector has disconnection fault after the connection condition of the 480V AC power supply line end connectors among all the vehicles is checked, reporting the fault to the cab vehicle through a hard line.
7. A train trunk fault monitoring system, comprising:
the 74V direct current power supply line is arranged in parallel with a 480V alternating current power supply line serving as the train trunk line and penetrates through the whole train; the 74V direct current power supply line and the 480V alternating current power supply line share the same connector at the vehicle end and are not communicated with each other; the 74V direct current power supply line forms a loop;
a detection module connected to the 74V dc supply line for monitoring train trunk line faults according to the method of any one of claims 1 to 6.
8. The train trunk line fault monitoring system of claim 7, wherein:
the connector is composed of 3/3 holes, 3 AWG 4/0 holes are molded products without hardware and used for disconnecting 480V alternating current power supply lines of the whole train, and 3 AWG10 holes are female needles and used for connecting 74V direct current power supply lines.
9. The train trunk line fault monitoring system according to claim 7, wherein:
the 74 vdc circuit is connected at the end of the train using short jumpers to form a loop, which is powered by the locomotive.
10. A train comprises 480V alternating current power supply lines as a train trunk line, and is characterized in that: a train trunk line fault monitoring system as claimed in any one of claims 7-9 is provided.
11. The train of claim 10, wherein:
the train comprises a plurality of carriages, and the 480V alternating current power supply line crosses UVW once in each carriage.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211426407.1A CN115932652A (en) | 2022-11-15 | 2022-11-15 | Train trunk line fault monitoring method and system and train |
| PCT/CN2023/123789 WO2024104004A1 (en) | 2022-11-15 | 2023-10-10 | Failure monitoring method and system for power supply main lines for train, and train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211426407.1A CN115932652A (en) | 2022-11-15 | 2022-11-15 | Train trunk line fault monitoring method and system and train |
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| Publication Number | Publication Date |
|---|---|
| CN115932652A true CN115932652A (en) | 2023-04-07 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211426407.1A Pending CN115932652A (en) | 2022-11-15 | 2022-11-15 | Train trunk line fault monitoring method and system and train |
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| WO (1) | WO2024104004A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024104004A1 (en) * | 2022-11-15 | 2024-05-23 | 中车唐山机车车辆有限公司 | Failure monitoring method and system for power supply main lines for train, and train |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106828107B (en) * | 2017-02-09 | 2023-02-21 | 郑州比克新能源汽车有限公司 | High-voltage interlocking detection device and method for pure electric vehicle |
| CN108909408A (en) * | 2018-09-06 | 2018-11-30 | 北京长城华冠汽车技术开发有限公司 | Mounted air conditioner system and vehicle |
| CN110001678B (en) * | 2019-03-26 | 2020-06-02 | 中车青岛四方机车车辆股份有限公司 | Train carriage power supply broken line detection and protection control circuit |
| KR102295461B1 (en) * | 2020-01-07 | 2021-08-31 | 인터콘시스템스 주식회사 | Monitoring system and the method for safety loop of train |
| CN112904165B (en) * | 2021-01-20 | 2022-10-28 | 中车青岛四方机车车辆股份有限公司 | Train insulation detection system and direct current power supply train |
| CN115932652A (en) * | 2022-11-15 | 2023-04-07 | 中车唐山机车车辆有限公司 | Train trunk line fault monitoring method and system and train |
-
2022
- 2022-11-15 CN CN202211426407.1A patent/CN115932652A/en active Pending
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2023
- 2023-10-10 WO PCT/CN2023/123789 patent/WO2024104004A1/en unknown
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024104004A1 (en) * | 2022-11-15 | 2024-05-23 | 中车唐山机车车辆有限公司 | Failure monitoring method and system for power supply main lines for train, and train |
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| Publication number | Publication date |
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| WO2024104004A1 (en) | 2024-05-23 |
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