WO2020238494A1 - 一种轨道车辆特高压过流故障检测装置及方法 - Google Patents

一种轨道车辆特高压过流故障检测装置及方法 Download PDF

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Publication number
WO2020238494A1
WO2020238494A1 PCT/CN2020/086051 CN2020086051W WO2020238494A1 WO 2020238494 A1 WO2020238494 A1 WO 2020238494A1 CN 2020086051 W CN2020086051 W CN 2020086051W WO 2020238494 A1 WO2020238494 A1 WO 2020238494A1
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Prior art keywords
current sensor
pantograph
current
circuit breaker
main circuit
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PCT/CN2020/086051
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English (en)
French (fr)
Inventor
许万涛
王天宇
高超绪
刘钦生
王洪凯
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CRRC Qingdao Sifang Co Ltd
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CRRC Qingdao Sifang Co Ltd
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R19/00—Arrangements for measuring currents or voltages or for indicating presence or sign thereof
    • G01R19/165—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values
    • G01R19/16533—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values characterised by the application
    • G01R19/16538—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values characterised by the application in AC or DC supplies
    • G01R19/16547—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values characterised by the application in AC or DC supplies voltage or current in AC supplies
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/005—Testing of electric installations on transport means
    • G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
    • 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
    • G01R31/08—Locating faults in cables, transmission lines, or networks
    • G01R31/081—Locating faults in cables, transmission lines, or networks according to type of conductors
    • G01R31/086—Locating faults in cables, transmission lines, or networks according to type of conductors in power transmission or distribution networks, i.e. with interconnected conductors
    • 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

Definitions

  • the present invention relates to the technical field of train fault detection, in particular to a rail vehicle ultra-high voltage overcurrent fault detection device and method.
  • the high-voltage power supply system is the source of power for rail vehicles and a vital part of the train.
  • the high-voltage power supply system obtains AC25kV high-voltage alternating current from the high-voltage catenary, provides power for vehicle traction equipment and other auxiliary facilities, and performs detection and protection.
  • the safety and reliability of its operation is directly related to the normal operation of the train.
  • AC25kV rail vehicles adopt the AC power supply system, they have the characteristics of "large voltage and small current" compared with DC power supply vehicles.
  • the flow rate of a single pantograph slide plate meets the load carrying capacity requirements of the entire vehicle, so most of them use single bow receivers. Flow mode, another bow spare.
  • a high-voltage isolating switch or main circuit breaker is installed near the pantograph to isolate the faulty pantograph.
  • the two sets of high-voltage equipment are connected through UHV cable assemblies. Since the intermediate high-voltage bus has no isolation equipment, if the UHV circuit has overcurrent A ground fault cannot isolate the faulty unit accurately and quickly to ensure that the vehicle continues to run, but can only wait for fault rescue.
  • the invention is used to solve the problem that the UHV overcurrent fault is difficult to locate and detect, and provides a rail vehicle UHV overcurrent fault detection device and method.
  • a rail vehicle ultra-high voltage overcurrent fault detection device which includes two pantographs. Each pantograph is correspondingly connected with a current sensor and a main transformer. A third current sensor is connected in parallel between the sensors;
  • a main circuit breaker is connected between the current sensor corresponding to the pantograph and the main transformer; the two ends of the third current sensor are connected in parallel between the main circuit breakers and transformers corresponding to the two pantographs;
  • a high-voltage isolation switch is connected in series at one end;
  • the rail vehicle UHV over-current fault detection device further includes a control module, wherein the control module is used to identify the pantograph in the ascending state, and locate the pantograph according to the collected over-current signal of the UHV loop through a logical relationship Fault area.
  • a rail vehicle UHV overcurrent fault detection method including: detecting the main control terminal of the vehicle, identifying the pantograph in the rising state; collecting the UHV loop overcurrent signal, according to the logical relationship Locate the fault area; take corresponding measures according to the fault judgment result;
  • the pantograph includes two pantographs, each pantograph is correspondingly connected with a current sensor and a main transformer, and a third current sensor is connected in parallel between the two current sensors; wherein the pantograph corresponds to the connected current
  • a main circuit breaker is connected between the sensor and the main transformer; two ends of the third current sensor are connected in parallel between the main circuit breakers and transformers corresponding to the two pantographs; one end of the third current sensor is connected in series with a high voltage isolating switch.
  • the present invention provides a UHV overcurrent fault location and detection device and method, which can accurately and quickly locate the UHV overcurrent fault area, and prompt the train driver to perform corresponding operations according to the logical relationship.
  • this method can reduce the impact of UHV circuit faults on other high-voltage equipment, and on the other hand, it can ensure the normal operation of trains by taking timely and effective countermeasures, and improve the safety and reliability of train operation.
  • Figure 1 is a structural block diagram of a rail vehicle UHV overcurrent fault detection device according to an embodiment of the present invention
  • Fig. 2 is a flowchart of a method for detecting UHV overcurrent faults of rail vehicles according to an embodiment of the present invention.
  • the present invention provides a rail vehicle ultra-high voltage overcurrent fault detection device.
  • the device includes two pantographs. Each pantograph is correspondingly connected with a current sensor and a main transformer. A third current sensor is connected in parallel. Among them, a high-voltage isolation switch is arranged at one end of the third current sensor.
  • the current sensors directly connected to each pantograph are a first current sensor and a second current sensor, respectively, and a third current sensor is connected in parallel at the back end of the first sensor and the second sensor.
  • the first current sensor is connected to the first main transformer via the first main circuit breaker.
  • the second current sensor is connected to the second main transformer via the second main circuit breaker
  • one end of the third current sensor is connected in parallel between the first main circuit breaker and the first main transformer.
  • the other end of the third current sensor is connected in parallel between the second main circuit breaker and the second main transformer.
  • the first main transformer, the second main transformer and the high-voltage isolation switch are respectively grounded.
  • the vehicle UHV over-current fault detection device includes a current sensor 1, a current sensor 2, a current sensor 3, a high voltage isolating switch, a main circuit breaker 1, a main circuit breaker 2, a pantograph 1, and a receiver.
  • Pantograph 2 a current sensor 1, a current sensor 2, a current sensor 3, a high voltage isolating switch, a main circuit breaker 1, a main circuit breaker 2, a pantograph 1, and a receiver.
  • the current sensor 1, the main circuit breaker 1 and the main transformer 1 are connected in series on the branch of the pantograph 1 respectively, and the current sensor 2, the main circuit breaker 2 and the main transformer 2 are connected in series on the branch of the pantograph 2 respectively.
  • the current sensor 3 is connected in series with a high-voltage isolation switch, and the two ends of the branch formed by the two are connected in parallel between the main circuit breaker 1 and the main transformer 1 and between the main circuit breaker 2 and the main transformer 2 respectively.
  • the corresponding possible fault points can be determined according to the line layout and circuit logic. As shown in the figure, different possible fault points A, B, C, D, E, and B are defined in the positions of different components or connection points. F, G, H, J, K, M and N in order to determine the specific fault location or area.
  • the rail vehicle UHV overcurrent fault detection device also includes a control module, which is used to detect the main control terminal of the vehicle, identify the pantograph in the rising state, and obtain the UHV loop overcurrent signal collected by the circuit sensor , Locate the fault area according to the logical relationship and take corresponding measures.
  • control module is used to detect the effective master control terminal before the train runs, and to identify whether the local bow or the remote bow is raised.
  • the current sensors 1, 3 or the current sensors 2, 3 respectively detect the current signal flowing through the sensor.
  • any sensor detects an over-current signal, it first disconnects the corresponding main circuit breaker to avoid the expansion of the fault. At the same time, after the main circuit breaker is disconnected, the high-voltage isolating switch that automatically controls the intermediate bus is disconnected, and the overcurrent signal is sent to the control module.
  • control module receives the overcurrent condition of each current sensor, and judges the specific fault area according to the set logical relationship.
  • the fault logic judgment relationship is divided into the following categories. First, it is divided into two categories and a total of six working conditions from whether the pantograph is working. When the pantograph 1 is working and the pantograph 2 is not working, it includes the following first, second and third working conditions; when the pantograph 1 is not working and the pantograph 2 is working, it includes the following Four working conditions, fifth working conditions and sixth working conditions.
  • the fault point is confirmed to be located at the front loop of the current sensor 1 or the contact line side fault; specifically, the fault area includes A or the contact line side.
  • the corresponding measures are to lower the pantograph 1, contact the ground dispatcher to confirm whether the catenary is faulty, if the catenary is not faulty, change the pantograph 2, close the main circuit breaker 2 and continue operation; if the catenary fails, wait for the fault After the elimination, change the pantograph 2, close the main circuit breaker 2, and continue to run.
  • the fault point is confirmed to be located in the loop between the current sensor 1 and the current sensor 3.
  • the fault area includes B, C, D, E , F or G.
  • the corresponding measures are to maintain the disconnected state of the high-voltage isolating switch, lower the pantograph 1, change the pantograph 2, and close the main circuit breaker 2 to continue operation.
  • the fault point is located in the back-end loop of the current sensor 3; specifically, the fault area includes H, J, or K.
  • Corresponding measures are to maintain the disconnected state of the high-voltage isolating switch, maintain the pantograph 1, close the main circuit breaker 1 and continue operation.
  • the fault point is located at the front-end loop of the current sensor 2 or the contact line side fault; specifically, the fault area includes N or the contact line side.
  • Corresponding measures are to lower the pantograph 2, contact the ground dispatcher to confirm whether the catenary is faulty, if the catenary is not faulty, change the pantograph 1, close the main circuit breaker 1 and continue operation; if the catenary fails, wait for the fault to be eliminated After changing the pantograph 1, close the main circuit breaker 1 and continue to run.
  • the fault point is located in the loop between the current sensor 2 and the current sensor 3; specifically, the fault area includes H, J, K, or M.
  • the corresponding treatment measures are to maintain the disconnected state of the high-voltage isolating switch, lower the pantograph 2, change the pantograph 1, and close the main circuit breaker 1 to continue operation.
  • the fault point is located in the back-end loop of the current sensor 3; specifically, the fault area includes C, D, E, F, or G.
  • Corresponding measures are to maintain the open state of the high-voltage isolation switch, maintain the pantograph 2 and close the main circuit breaker 2 to continue operation.
  • the UHV fault area location detection table is shown below.
  • FIG. 2 is a flowchart of a method for detecting UHV overcurrent faults of rail vehicles according to an embodiment of the present invention.
  • a rail vehicle UHV overcurrent fault detection includes: detecting the main control terminal of the vehicle, identifying the pantograph in the ascending state; collecting the UHV loop overcurrent signal, and locating the fault area according to the logical relationship. Further, it also includes: taking corresponding treatment measures according to the fault judgment result.
  • detecting the main control terminal of the vehicle and identifying the pantograph in the ascending state further includes: detecting the effective main control terminal before the train runs, and identifying whether the ascending end bow is the remote bow.
  • the overcurrent signal is collected by the current sensor.
  • the current sensors 1, 3 or the current sensors 2, 3 respectively detect the current signal flowing through the sensor.
  • any sensor detects an over-current signal, it first disconnects the main circuit breaker, and at the same time, automatically controls the intermediate bus high-voltage isolating switch to open after the main circuit breaker is opened to avoid the expansion of the fault.
  • the method further includes: locating and detecting the fault area according to the overcurrent signal and taking corresponding treatment measures. Among them, the current sensor overcurrent condition is received, and the specific fault area is determined according to the set logical relationship.
  • the fault logic judgment relationship and the corresponding treatment measures under different working conditions are divided into two categories and a total of six working conditions based on whether the pantograph works.
  • the pantograph 1 When the pantograph 1 is working and the pantograph 2 is not working, it includes the following first, second and third working conditions; when the pantograph 1 is not working and the pantograph 2 is working, it includes the following Four working conditions, fifth working conditions and sixth working conditions.
  • the fault point is confirmed to be located at the front loop of the current sensor 1 or the contact line side fault; specifically, the fault area includes A or the contact line side.
  • the corresponding measures are to lower the pantograph 1, contact the ground dispatcher to confirm whether the catenary is faulty, if the catenary is not faulty, change the pantograph 2, close the main circuit breaker 2 to continue operation; if the catenary fails, wait for the fault to be eliminated After changing the pantograph 2, close the main circuit breaker 2, and continue to run.
  • the fault point is confirmed to be located in the loop between the current sensor 1 and the current sensor 3.
  • the fault area includes B, C, D, E , F or G.
  • the corresponding measures are to maintain the disconnected state of the high-voltage isolating switch, lower the pantograph 1, change the pantograph 2, and close the main circuit breaker 2 to continue operation.
  • the fault point is located in the back-end loop of the current sensor 3; specifically, the fault area includes H, J, or K.
  • Corresponding measures are to maintain the disconnected state of the high-voltage isolating switch, maintain the pantograph 1, close the main circuit breaker 1 and continue operation.
  • the fault point is located at the front-end loop of the current sensor 2 or the contact line side fault; specifically, the fault area includes N or the contact line side.
  • Corresponding measures are to lower the pantograph 2, contact the ground dispatcher to confirm whether the catenary is faulty, if the catenary is not faulty, change the pantograph 1, close the main circuit breaker 1 and continue operation; if the catenary fails, wait for the fault to be eliminated After changing the pantograph 1, close the main circuit breaker 1 and continue to run.
  • the fault point is located in the loop between the current sensor 2 and the current sensor 3; specifically, the fault area includes H, J, K, or M.
  • the corresponding treatment measures are to maintain the disconnected state of the high-voltage isolating switch, lower the pantograph 2, change the pantograph 1, and close the main circuit breaker 1 to continue operation.
  • the fault point is located in the back-end loop of the current sensor 3; specifically, the fault area includes C, D, E, F, or G.
  • Corresponding measures are to maintain the open state of the high-voltage isolation switch, maintain the pantograph 2 and close the main circuit breaker 2 to continue operation.
  • the UHV fault area location detection table is shown below.
  • a person of ordinary skill in the art can understand that all or part of the steps in the above method embodiments can be implemented by a program instructing relevant hardware.
  • the foregoing program can be stored in a computer readable storage medium. When the program is executed, it is executed. Including the steps of the foregoing method embodiment; and the foregoing storage medium includes: ROM, RAM, magnetic disk, or optical disk and other media that can store program codes.
  • the device embodiments described above are merely illustrative, where the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place. , Or it can be distributed to multiple network units. Some or all of the modules may be selected according to actual needs to achieve the objectives of the solutions of the embodiments. Those of ordinary skill in the art can understand and implement it without creative work.
  • each implementation manner can be implemented by software plus a necessary general hardware platform, and of course, it can also be implemented by hardware.
  • the above technical solutions can be embodied in the form of software products, which can be stored in computer-readable storage media, such as ROM/RAM, magnetic A disc, an optical disc, etc., include a number of instructions to make a computer device (which may be a personal computer, a server, or a network device, etc.) execute the various embodiments or the methods of some parts of the embodiments.

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  • Physics & Mathematics (AREA)
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Abstract

一种轨道车辆特高压过流故障检测装置和方法，该装置包括两个受电弓，每个受电弓对应连接有电流传感器和主变压器，两个电流传感器之间并联有第三电流传感器；受电弓对应连接的电流传感器和主变压器之间连接有主断路器；第三电流传感器两端分别并联到两个受电弓对应的主断路器和变压器之间；第三电流传感器的一端串联高压隔离开关；还包括控制模块，其中，控制模块用于识别处于升弓状态的受电弓，根据采集到的特高压回路的过电流信号，通过逻辑关系定位故障区域。该装置和方法能够准确快速地定位特高压过流故障区域，并根据逻辑关系提示列车司机进行相应的操作，提高列车的运行安全性和可靠性。

Description

一种轨道车辆特高压过流故障检测装置及方法
相关申请的交叉引用
本申请要求于2019年5月30日提交的申请号为2019104653461，发明名称为“一种轨道车辆特高压过流故障检测装置及方法”的中国专利申请的优先权，其通过引用方式全部并入本文。
技术领域
本发明涉及列车故障检测技术领域，特别涉及一种轨道车辆特高压过流故障检测装置及方法。
背景技术
列车正常运行中，高压供电系统是轨道车辆的动力源泉，是列车至关重要的一部分。高压供电系统从高压接触网获得AC25kV高压交流电，为车辆牵引设备和其它辅助设施提供动力，并进行检测和保护，其运行的安全可靠性直接关乎列车的正常运营。
特别是，随着国内城际、市域轨道交通的快速发展，为保证轨道车辆的安全、高效和可靠运行，对于轨道车辆部件性能的可靠性要求也不断提高。
AC25kV轨道车辆由于采用交流供电制式，与直流供电制式车辆相比，具有“大电压、小电流”的特点，单台受电弓滑板通流量满足整车负载载流量要求，因此大多采用单弓受流方式，另一台弓备用。
通常受电弓附近会设置高压隔离开关或主断路器用于隔离故障受电弓，两套高压设备之间通过特高压电缆组件贯穿连接，由于中间高压母线没有隔离设备，若特高压回路发生过流接地故障，则无法准确快速的隔离故障单元，保证车辆继续运行，而只能等待故障救援。
因此，对于轨道车辆出现的特高压过流故障难以定位检测的问题，急需一种能准确定位故障区域及隔离故障单元的方法，能够有效判断并切除故障单元，使车辆能维持一半动力继续运行，避免停车压线，影响线路运营秩序。
发明内容
(一)要解决的技术问题
本发明用于解决特高压过流故障难以定位检测的问题，提供一种轨道车辆特高压过流故障检测装置及方法。
(二)技术方案
为了解决上述技术问题，根据本发明的一个方面，提供一种轨道车辆特高压过流故障检测装置，包括两个受电弓，每个受电弓对应连接有电流传感器和主变压器，两个电流传感器之间并联有第三电流传感器；
其中，受电弓对应连接的电流传感器和主变压器之间连接有主断路器；第三电流传感器两端分别并联到两个受电弓对应的主断路器和变压器之间；第三电流传感器的一端串联高压隔离开关；
所述轨道车辆特高压过流故障检测装置还包括控制模块，其中，所述控制模块用于识别处于升弓状态的受电弓，根据采集到的特高压回路的过电流信号，通过逻辑关系定位故障区域。
根据本发明的另一方面，提供一种轨道车辆特高压过流故障检测方法，包括：检测车辆主控端，识别处于升弓状态的受电弓；采集特高压回路过电流信号，根据逻辑关系定位故障区域；根据故障判断结果，采取对应的处理措施；
其中，所述受电弓包括两个受电弓，每个受电弓对应连接有电流传感器和主变压器，两个电流传感器之间并联有第三电流传感器；其中，受电弓对应连接的电流传感器和主变压器之间连接有主断路器；第三电流传感器两端分别并联到两个受电弓对应的主断路器和变压器之间；第三电流传感器的一端串联高压隔离开关。
(三)有益效果
与现有技术相比，本发明提出一种特高压过流故障定位检测装置和方法，能够准确快速地定位特高压过流故障区域，并根据逻辑关系提示列车司机进行相应的操作。
该方法一方面能够减少特高压回路故障对其他高压设备的冲击影响，另一方面通过采取及时有效的应对措施，保证列车的正常运行，提高列车的运行安全性和可靠性。
附图说明
图1为根据本发明实施例的轨道车辆特高压过流故障检测装置的结构框图；
图2为本发明实施例的一种轨道车辆特高压过流故障检测方法的流程图。
具体实施方式
下面结合附图和实施例，对本发明的具体实施方式作进一步详细描述。以下实例用于说明本发明，但不用来限制本发明的范围。
总的来说，本发明提供了一种轨道车辆特高压过流故障检测装置，该装置包括两个受电弓，每个受电弓对应连接有电流传感器和主变压器，两个电流传感器之间并联有第三电流传感器。其中，第三电流传感器的一端布置高压隔离开关。
其中，每个受电弓直接连接的电流传感器分别为第一电流传感器和第二电流传感器，第一传感器和第二传感器后端分别并联有第三电流传感器。第一电流传感器经由第一主断路器连接到第一主变压器。第二电流传感器经由第二主断路器连接到第二主变压器
其中，第三电流传感器一端并联到第一主断路器和第一主变压器之间。第三电流传感器另一端并联到第二主断路器和第二主变压器之间。
其中，第一主变压器、第二主变压器和高压隔离开关分别接地。
具体地，如图1所示，车辆特高压过流故障检测装置包括电流传感器1、电流传感器2、电流传感器3、高压隔离开关、主断路器1、主断路器2、受电弓1和受电弓2。
受电弓1的支路上分别顺序串联电流传感器1、主断路器1和主变压器1，受电弓2的支路上分别顺序串联电流传感器2、主断路器2和主变压器2。
电流传感器3串联高压隔离开关，二者形成的支路的两端分别并联到主断路器1和主变压器1之间，以及主断路器2和主变压器2之间。
如图1所示，根据线路布置和电路逻辑可以确定相应的可能故障点，如图所示，在不同部件或者连接点的位置定义了不同的可能故障点A、B、 C、D、E、F、G、H、J、K、M和N，以便于确定具体的故障位置或者区域。
其中，该轨道车辆特高压过流故障检测装置还包括控制模块，该控制模块用于检测车辆主控端，识别处于升弓状态的受电弓，获取电路传感器采集到的特高压回路过电流信号，根据逻辑关系定位故障区域并采取对应的处理措施。
其中，所述控制模块用于列车运行前检测有效主控端，识别升本端弓还是远端弓。
其中，根据工作的受电弓位置不同，电流传感器1、3或电流传感器2、3分别检测流过本传感器的电流信号。
其中，任一传感器一旦检测到过电流信号则首先断开对应的主断路器，避免故障扩大。同时，主断路器断开后，自动控制中间母线的高压隔离开关断开，将过电流信号发送给控制模块。
其中，所述控制模块接收各个电流传感器的过流情况，根据设定的逻辑关系判断具体故障区域。
其中，在不同工况下，故障逻辑判断关系分为如下几种，首先从受电弓是否工作来分为两类共六种工况。当受电弓1工作、受电弓2不工作时，包含以下第一工况、第二工况和第三工况；当受电弓1不工作、受电弓2工作时，包含以下第四工况、第五工况和第六工况。
其中，第一工况中，电流传感器1未过流、电流传感器3未过流，则故障点确认位于电流传感器1前端回路或接触网侧故障；具体地，故障区域包括A或者接触网侧。
相应地处理措施为，降下受电弓1，联系地面调度确认接触网是否故障，若接触网无故障则换升受电弓2、闭合主断路器2继续运行；若接触网故障，则等待故障消除后换升受电弓2、闭合主断路器2，继续运行。
其中，第二工况中，电流传感器1过流、电流传感器3未过流，则故障点确认位于电流传感器1与电流传感器3之间回路；具体地，故障区域包括B、C、D、E、F或G处。
相应地处理措施为，维持高压隔离开关断开状态，降下受电弓1，换升受电弓2、闭合主断路器2继续运行。
其中，第三工况中，电流传感器1过流、电流传感器3过流，则故障点位于电流传感器3后端回路；具体地故障区域包括H、J或K处。
相应地处理措施为，维持高压隔离开关断开状态，维持升受电弓1、闭合主断路器1继续运行。
其中，第四工况中，电流传感器2未过流、电流传感器3未过流，则故障点位于电流传感器2前端回路或接触网侧故障；具体地，故障区域包括N或者接触网侧。
相应地处理措施为，降下受电弓2，联系地面调度确认接触网是否故障，若接触网无故障则换升受电弓1、闭合主断路器1继续运行；若接触网故障则等待故障消除后换升受电弓1、闭合主断路器1继续运行。
其中，第五工况中，电流传感器2过流、电流传感器3未过流，则故障点位于电流传感器2与电流传感器3之间回路；具体地故障区域包括H、J、K或者M处。
相应地处理措施为，维持高压隔离开关断开状态，降下受电弓2，换升受电弓1、闭合主断路器1继续运行。
其中，第六工况中，电流传感器2过流、电流传感器3过流，则故障点位于电流传感器3后端回路；具体地故障区域包括C、D、E、F或G处。
相应地处理措施为，维持高压隔离开关断开状态，维持升受电弓2、闭合主断路器2继续运行。特高压故障区域定位检测表如下所示。
Figure PCTCN2020086051-appb-000001
注：○表示未过流、●表示过流。
图2为本发明实施例的一种轨道车辆特高压过流故障检测方法的流程图，如图2所示，在本发明的另一个实施例中，提供一种轨道车辆特高压过流故障检测的方法，该方法包括：检测车辆主控端，识别处于升弓状态 的受电弓；采集特高压回路过电流信号，根据逻辑关系定位故障区域。进一步，还包括：根据故障判断结果，采取对应的处理措施。
其中，检测车辆主控端，识别处于升弓状态的受电弓进一步包括：列车运行前检测有效主控端，识别升本端弓还是远端弓。
其中，通过电流传感器采集过电流信号，根据工作的受电弓位置不同，电流传感器1、3或电流传感器2、3分别检测流过本传感器的电流信号。
其中，任一传感器一旦检测到过电流信号则首先断开主断路器，同时主断路器断开后自动控制中间母线高压隔离开关断开，避免故障扩大。
其中，该方法进一步包括：根据过电流信号来故障区域定位检测及采取相应的处理措施。其中，接收到电流传感器过流情况，根据设定的逻辑关系判断具体故障区域。
其中，不同工况下故障逻辑判断关系及相应的处理措施具体通过受电弓是否工作来分为两类、共六种工况。当受电弓1工作、受电弓2不工作时，包含以下第一工况、第二工况和第三工况；当受电弓1不工作、受电弓2工作时，包含以下第四工况、第五工况和第六工况。
其中，第一工况中，电流传感器1未过流、电流传感器3未过流，则故障点确认位于电流传感器1前端回路或接触网侧故障；具体地，故障区域包括A或者接触网侧。
相应地处理措施为，降下受电弓1，联系地面调度确认接触网是否故障，若接触网无故障则换升受电弓2、闭合主断路器2继续运行；若接触网故障则等待故障消除后换升受电弓2、闭合主断路器2，继续运行。
其中，第二工况中，电流传感器1过流、电流传感器3未过流，则故障点确认位于电流传感器1与电流传感器3之间回路；具体地，故障区域包括B、C、D、E、F或G处。
相应地处理措施为，维持高压隔离开关断开状态，降下受电弓1，换升受电弓2、闭合主断路器2继续运行。
其中，第三工况中，电流传感器1过流、电流传感器3过流，则故障点位于电流传感器3后端回路；具体地故障区域包括H、J或K处。
相应地处理措施为，维持高压隔离开关断开状态，维持升受电弓1、闭合主断路器1继续运行。
其中，第四工况中，电流传感器2未过流、电流传感器3未过流，则故障点位于电流传感器2前端回路或接触网侧故障；具体地，故障区域包括N或者接触网侧。
相应地处理措施为，降下受电弓2，联系地面调度确认接触网是否故障，若接触网无故障则换升受电弓1、闭合主断路器1继续运行；若接触网故障则等待故障消除后换升受电弓1、闭合主断路器1继续运行。
其中，第五工况中，电流传感器2过流、电流传感器3未过流，则故障点位于电流传感器2与电流传感器3之间回路；具体地故障区域包括H、J、K或者M处。
相应地处理措施为，维持高压隔离开关断开状态，降下受电弓2，换升受电弓1、闭合主断路器1继续运行。
其中，第六工况中，电流传感器2过流、电流传感器3过流，则故障点位于电流传感器3后端回路；具体地故障区域包括C、D、E、F或G处。
相应地处理措施为，维持高压隔离开关断开状态，维持升受电弓2、闭合主断路器2继续运行。特高压故障区域定位检测表如下所示。
Figure PCTCN2020086051-appb-000002
注：○表示未过流、●表示过流。
本领域普通技术人员可以理解：实现上述方法实施例的全部或部分步骤可以通过程序指令相关的硬件来完成，前述的程序可以存储于一计算机可读取存储介质中，该程序在执行时，执行包括上述方法实施例的步骤；而前述的存储介质包括：ROM、RAM、磁碟或者光盘等各种可以存储程序代码的介质。
以上所描述的设备实施例仅仅是示意性的，其中作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或 者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性的劳动的情况下，即可以理解并实施。
通过以上的实施方式的描述，本领域的技术人员可以清楚地了解到各实施方式可借助软件加必需的通用硬件平台的方式来实现，当然也可以通过硬件。基于这样的理解，上述技术方案本质上或者说对现有技术做出贡献的部分可以以软件产品的形式体现出来，该计算机软件产品可以存储在计算机可读存储介质中，如ROM/RAM、磁碟、光盘等，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行各个实施例或者实施例的某些部分的方法。
最后，本申请的方法仅为较佳的实施方案，并非用于限定本发明的保护范围。凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种轨道车辆特高压过流故障检测装置，包括两个受电弓，每个受电弓对应连接有电流传感器和主变压器，其特征在于，两个电流传感器之间并联有第三电流传感器；
    其中，受电弓对应连接的电流传感器和主变压器之间连接有主断路器；第三电流传感器两端分别并联到两个受电弓对应的主断路器和变压器之间；第三电流传感器的一端串联高压隔离开关；
    所述轨道车辆特高压过流故障检测装置还包括控制模块，所述控制模块用于识别处于升弓状态的受电弓，根据采集到的特高压回路的过电流信号，通过逻辑关系定位故障区域。
  2. 根据权利要求1所述的检测装置，其特征在于，每个受电弓直接连接的电流传感器分别为第一电流传感器和第二电流传感器，第一传感器和第二传感器后端分别并联有第三电流传感器；第一电流传感器和第二电流传感器分别经由第一主断路器或第二主断路器连接到第一主变压器或第二主变压器。
  3. 根据权利要求1所述的检测装置，其特征在于，第三电流传感器两端分别并联到第一主断路器或者第二主断路器和第一主变压器或者第二主变压器之间，第一主变压器、第二主变压器和高压隔离开关分别接地。
  4. 根据权利要求1所述的检测装置，其特征在于，所述控制模块用于列车运行前检测有效主控端，识别升本端弓还是远端弓；所述控制模块还用于接收各个电流传感器的过流情况，根据设定的逻辑关系判断具体故障区域。
  5. 根据权利要求1所述的检测装置，其特征在于，根据工作的受电弓位置不同，所述第一电流传感器、第三电流传感器或第二电流传感器、第三电流传感器分别检测确认过电流信号，断开对应的主断路器，控制所述高压隔离开关断开，并发送过电流信号给所述控制模块。
  6. 根据权利要求1所述的检测装置，其特征在于，所述控制模块获取第一电流传感器未过流且第三电流传感器未过流，则确认故障点位于第一电流传感器前端回路或接触网侧故障；则降下第一受电弓，确认接触网无故障换升第二受电弓、闭合第二主断路器继续运行；或者
    所述控制模块获取第一电流传感器过流且第三电流传感器未过流，则确认故障点位于第一电流传感器与第三电流传感器之间回路，则维持高压隔离开关断开状态，降下第一受电弓，换升第二受电弓、闭合第二主断路器继续运行；或者
    所述控制模块获取第一电流传感器过流且第三电流传感器过流，则确认故障点位于第三电流传感器后端回路，则维持高压隔离开关断开状态，维持升第一受电弓、闭合第一主断路器继续运行；或者
    所述控制模块获取第二电流传感器未过流且第三电流传感器未过流，则确认故障点位于第二电流传感器前端回路或接触网侧故障，则降下第二受电弓，确认接触网无故障则换升第一受电弓、闭合第一主断路器继续运行；或者
    所述控制模块获取第二电流传感器过流且第三电流传感器未过流，则确认故障点位于第二电流传感器与第三电流传感器之间回路，则维持高压隔离开关断开状态，降下第二受电弓，换升第一受电弓、闭合第一主断路器继续运行；或者
    所述控制模块获取第二电流传感器过流且第三电流传感器过流，则确认故障点位于第三电流传感器后端回路，则维持高压隔离开关断开状态，维持升第二受电弓、闭合第二主断路器继续运行。
  7. 一种轨道车辆特高压过流故障检测方法，其特征在于，包括：
    检测车辆主控端，识别处于升弓状态的受电弓；
    采集特高压回路过电流信号，根据逻辑关系定位故障区域；
    根据故障判断结果，采取对应的处理措施；
    其中，所述受电弓包括两个受电弓，每个受电弓对应连接有电流传感器和主变压器，两个电流传感器之间并联有第三电流传感器；
    其中，受电弓对应连接的电流传感器和主变压器之间连接有主断路器；第三电流传感器两端分别并联到两个受电弓对应的主断路器和变压器之间；第三电流传感器的一端串联高压隔离开关。
  8. 根据权利要求7所述的方法，其特征在于，所述检测车辆主控端，识别处于升弓状态的受电弓进一步包括：
    列车运行前检测有效主控端，识别升本端弓还是远端弓。
  9. 根据权利要求7所述的方法，其特征在于，所述两个电流传感器包括第一电流传感器和第二电流传感器；所述采集特高压回路过电流信号进一步包括：
    根据工作的受电弓位置不同，第一电流传感器、第三电流传感器或第二电流传感器、第三电流传感器分别检测确认过电流信号，断开对应的主断路器，控制高压隔离开关断开，并发送过电流信号。
  10. 根据权利要求9所述的方法，其特征在于，所述根据故障判断结果，采取对应的处理措施进一步包括：
    获取第一电流传感器未过流且第三电流传感器未过流，则确认故障点位于第一电流传感器前端回路或接触网侧故障；则降下第一受电弓，确认接触网无故障换升第二受电弓、闭合第二主断路器继续运行；或者
    获取第一电流传感器过流且第三电流传感器未过流，则确认故障点位于第一电流传感器与第三电流传感器之间回路，则维持高压隔离开关断开状态，降下第一受电弓，换升第二受电弓、闭合第二主断路器继续运行；或者
    获取第一电流传感器过流且第三电流传感器过流，则确认故障点位于第三电流传感器后端回路，则维持高压隔离开关断开状态，维持升第一受电弓、闭合第一主断路器继续运行；或者
    获取第二电流传感器未过流且第三电流传感器未过流，则确认故障点位于第二电流传感器前端回路或接触网侧故障，则降下第二受电弓，确认接触网无故障则换升第一受电弓、闭合第一主断路器继续运行；或者
    获取第二电流传感器过流且第三电流传感器未过流，则确认故障点位于第二电流传感器与第三电流传感器之间回路，则维持高压隔离开关断开状态，降下第二受电弓，换升第一受电弓、闭合第一主断路器继续运行；或者
    获取第二电流传感器过流且第三电流传感器过流，则确认故障点位于第三电流传感器后端回路，则维持高压隔离开关断开状态，维持升第二受电弓、闭合第二主断路器继续运行。
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