WO2020238494A1

WO2020238494A1 - Railway vehicle ultrahigh voltage overcurrent fault detection apparatus and method

Info

Publication number: WO2020238494A1
Application number: PCT/CN2020/086051
Authority: WO
Inventors: 许万涛; 王天宇; 高超绪; 刘钦生; 王洪凯
Original assignee: 中车青岛四方机车车辆股份有限公司
Priority date: 2019-05-30
Filing date: 2020-04-22
Publication date: 2020-12-03
Also published as: AR119020A1; CN110133442A

Abstract

Disclosed are a railway vehicle ultrahigh voltage overcurrent fault detection apparatus and method. The apparatus comprises: two pantographs, wherein each pantograph is correspondingly connected to a current sensor and a main transformer, and a third current sensor is connected in parallel between the two current sensors; a main circuit breaker is connected between the current sensor and the main transformer correspondingly connected to each pantograph; each of two ends of the third current sensor is respectively connected in parallel between the main circuit breaker and transformer corresponding to each pantograph; and one end of the third current sensor is connected in series to a high-voltage isolation switch. The apparatus further comprises a control module, wherein the control module is used for identifying a pantograph in a pantograph-lifting state, and positioning a fault region according to a collected overcurrent signal of an ultrahigh voltage loop and by means of a logical relationship. By means of the apparatus and method, an ultrahigh voltage overcurrent fault region can be accurately and quickly positioned, and a train driver is prompted, according to a logical relationship, to perform a corresponding operation, thereby improving the running safety and reliability of a train.

Description

Device and method for detecting UHV overcurrent fault of rail vehicle

Cross references to related applications

This application claims the priority of the Chinese patent application filed on May 30, 2019 with the application number 2019104653461 and the invention title of "A device and method for detecting UHV overcurrent faults in rail vehicles", which are fully incorporated by reference This article.

Technical field

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.

Background technique

During normal train operation, 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.

In particular, with the rapid development of domestic intercity and urban rail transit, in order to ensure the safe, efficient and reliable operation of rail vehicles, the reliability requirements for the performance of rail vehicle components have also been continuously increased.

Because 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.

Usually, 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.

Therefore, for the problem that it is difficult to locate and detect UHV overcurrent faults in rail vehicles, there is an urgent need for a method that can accurately locate the fault area and isolate the faulty unit, which can effectively determine and remove the faulty unit, so that the vehicle can maintain half of the power to continue running. Avoid stopping the line and affecting the line operation order.

Summary of the invention

(1) Technical problems to be solved

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.

(2) Technical solution

In order to solve the above technical problems, according to one aspect of the present invention, a rail vehicle ultra-high voltage overcurrent fault detection device is provided, 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;

Among them, 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.

According to another aspect of the present invention, there is provided 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;

Wherein, 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.

(3) Beneficial effects

Compared with the prior art, 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.

On the one hand, 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.

Description of the drawings

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.

Detailed ways

The specific embodiments of the present invention will be described in further detail below in conjunction with the drawings and embodiments. The following examples are used to illustrate the present invention, but not to limit the scope of the present invention.

In general, 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.

Wherein, 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

Wherein, 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.

Among them, the first main transformer, the second main transformer and the high-voltage isolation switch are respectively grounded.

Specifically, as shown in Figure 1, 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.

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.

As shown in Figure 1, 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.

Wherein, 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.

Wherein, the 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.

Among them, according to different pantograph positions, the current sensors 1, 3 or the current sensors 2, 3 respectively detect the current signal flowing through the sensor.

Among them, once 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.

Wherein, the control module receives the overcurrent condition of each current sensor, and judges the specific fault area according to the set logical relationship.

Among them, under different working conditions, 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.

Among them, in the first working condition, if the current sensor 1 is not over-current and the current sensor 3 is not over-current, 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.

Among them, in the second working condition, if the current sensor 1 is overcurrent and the current sensor 3 is not overcurrent, then the fault point is confirmed to be located in the loop between the current sensor 1 and the current sensor 3. Specifically, 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.

Among them, in the third working condition, if the current sensor 1 is overcurrent and the current sensor 3 is overcurrent, 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.

Among them, in the fourth working condition, if the current sensor 2 is not overcurrent and the current sensor 3 is not overcurrent, 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.

Among them, in the fifth working condition, if the current sensor 2 is overcurrent and the current sensor 3 is not overcurrent, 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.

Among them, in the sixth working condition, if the current sensor 2 is over-current and the current sensor 3 is over-current, 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.

Note: ○ means no over current, ● means over current.

FIG. 2 is a flowchart of a method for detecting UHV overcurrent faults of rail vehicles according to an embodiment of the present invention. As shown in FIG. 2, in another embodiment of the present invention, a rail vehicle UHV overcurrent fault detection is provided The method 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.

Among them, 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.

Among them, the overcurrent signal is collected by the current sensor. According to the working pantograph position, the current sensors 1, 3 or the current sensors 2, 3 respectively detect the current signal flowing through the sensor.

Among them, once 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.

Wherein, 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.

Among them, 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. 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 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.

Note: ○ means no over current, ● means over current.

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.

Through the description of the above implementation manners, those skilled in the art can clearly understand that each implementation manner can be implemented by software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on this understanding, 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.

Finally, the method of this application is only a preferred embodiment and is not used to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc., made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

A rail vehicle ultra-high voltage over-current fault detection device, comprising two pantographs, each pantograph is correspondingly connected with a current sensor and a main transformer, characterized in that a third current sensor is connected in parallel between the two current sensors;

Among them, 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 for identifying the pantograph in the ascending state, and according to the collected over-current signal of the UHV circuit, locate the fault area through a logical relationship .
The detection device according to claim 1, wherein each current sensor directly connected to the pantograph is a first current sensor and a second current sensor, and the rear ends of the first sensor and the second sensor are connected in parallel with a third current sensor. Current sensor; the first current sensor and the second current sensor are respectively connected to the first main transformer or the second main transformer via the first main circuit breaker or the second main circuit breaker.
The detection device according to claim 1, wherein the two ends of the third current sensor are respectively connected in parallel between the first main circuit breaker or the second main circuit breaker and the first main transformer or the second main transformer. The transformer, the second main transformer and the high-voltage isolation switch are respectively grounded.
The detection device according to claim 1, wherein the control module is used to detect the effective master control terminal before the train runs, and to identify whether the local end bow or the remote bow is raised; the control module is also used to receive information from each current sensor In case of over current, the specific fault area is judged according to the set logical relationship.
The detection device according to claim 1, wherein the first current sensor, the third current sensor or the second current sensor, and the third current sensor respectively detect and confirm the overcurrent signal according to different positions of the pantograph in operation. , Disconnect the corresponding main circuit breaker, control the high-voltage isolation switch to open, and send an overcurrent signal to the control module.
The detection device according to claim 1, wherein the control module obtains that the first current sensor is not overcurrent and the third current sensor is not overcurrent, and then it is confirmed that the fault point is located on the front loop of the first current sensor or on the contact line side. Failure; lower the first pantograph, confirm that the catenary has no fault, replace the second pantograph, close the second main circuit breaker and continue operation; or

The control module obtains that the first current sensor is over-current and the third current sensor is not over-current, then confirms that the fault point is located in the loop between the first current sensor and the third current sensor, then maintains the high-voltage isolating switch off state, and lowers the first current sensor. For the pantograph, change to the second pantograph and close the second main circuit breaker to continue operation; or

The control module obtains the overcurrent of the first current sensor and the overcurrent of the third current sensor, and confirms that the fault point is located in the back-end circuit of the third current sensor, then maintains the high-voltage isolation switch in the open state, and maintains the first pantograph and closed The first main circuit breaker continues to operate; or

When the control module obtains that the second current sensor is not overcurrent and the third current sensor is not overcurrent, it is confirmed that the fault point is located in the front loop of the second current sensor or the contact line side is faulty, then the second pantograph is lowered to confirm that the contact line is not present. If the failure occurs, the first pantograph is changed and the first main circuit breaker is closed to continue operation; or

The control module obtains that the second current sensor is over-current and the third current sensor is not over-current, and then confirms that the fault point is located in the loop between the second current sensor and the third current sensor, then maintains the high-voltage isolation switch in an off state, and lowers the second current sensor. For the pantograph, change to the first pantograph and close the first main circuit breaker to continue operation; or

The control module obtains the overcurrent of the second current sensor and the overcurrent of the third current sensor, and then confirms that the fault point is located in the back-end circuit of the third current sensor, then maintains the high-voltage isolation switch in the open state, and maintains the second pantograph and closed The second main circuit breaker continues to operate.
A rail vehicle ultra-high voltage overcurrent fault detection method, which is characterized in that it comprises:

Detect the main control terminal of the vehicle and identify the pantograph in the ascending state;

Collect the overcurrent signal of the UHV circuit, locate the fault area according to the logical relationship;

According to the fault judgment result, take corresponding measures;

Wherein, 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;

Among them, 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; One end is connected in series with a high-voltage isolation switch.
The method according to claim 7, wherein the detecting the main control terminal of the vehicle and identifying the pantograph in the ascending state further comprises:

Detect the effective master control terminal before the train runs, and identify whether the local bow or the remote bow is raised.
The method according to claim 7, wherein the two current sensors include a first current sensor and a second current sensor; and the collecting an overcurrent signal of the UHV loop further comprises:

According to the working pantograph position, the first current sensor, the third current sensor or the second current sensor, and the third current sensor respectively detect and confirm the over-current signal, disconnect the corresponding main circuit breaker, and control the high-voltage isolation switch to open, And send an overcurrent signal.
The method according to claim 9, wherein the taking corresponding processing measures according to the fault judgment result further comprises:

Obtain that the first current sensor is not over-current and the third current sensor is not over-current, then it is confirmed that the fault point is in the front loop of the first current sensor or the contact line side is faulty; then the first pantograph is lowered, and the contact line is confirmed to have no fault. The second pantograph, close the second main circuit breaker and continue operation; or

Obtain that the first current sensor is over-current and the third current sensor is not over-current, then confirm that the fault point is located in the loop between the first current sensor and the third current sensor, then maintain the high-voltage isolation switch off state, and lower the first pantograph, Change the second pantograph and close the second main circuit breaker to continue operation; or

Obtain the over-current of the first current sensor and the over-current of the third current sensor, then confirm that the fault point is located in the back-end circuit of the third current sensor, then maintain the high-voltage isolation switch open state, maintain the first pantograph and close the first main circuit breaker Keep running; or

Obtain that the second current sensor is not over-current and the third current sensor is not over-current, then it is confirmed that the fault point is located in the front loop of the second current sensor or the contact line side is faulty, then the second pantograph is lowered, and the contact line is confirmed to be up The first pantograph, close the first main circuit breaker and continue operation; or

If the second current sensor is over-current and the third current sensor is not over-current, it is confirmed that the fault point is located in the loop between the second current sensor and the third current sensor, the high-voltage isolation switch is maintained in the off state, and the second pantograph is lowered. Change the first pantograph and close the first main circuit breaker to continue operation; or

Obtain the overcurrent of the second current sensor and the overcurrent of the third current sensor, then confirm that the fault point is located in the back-end circuit of the third current sensor, then maintain the high-voltage isolation switch open state, maintain the second pantograph, and close the second main circuit breaker The device continues to run.