WO2020238494A1 - Appareil et procédé de détection de défaut de surintensité d'ultra-haute tension de véhicule ferroviaire - Google Patents

Appareil et procédé de détection de défaut de surintensité d'ultra-haute tension de véhicule ferroviaire 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)
Chinese (zh)
Inventor
许万涛
王天宇
高超绪
刘钦生
王洪凯
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中车青岛四方机车车辆股份有限公司
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Publication of WO2020238494A1 publication Critical patent/WO2020238494A1/fr

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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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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un appareil et un procédé de détection de défaut de surintensité d'ultra-haute tension de véhicule ferroviaire. L'appareil comprend : deux pantographes, chaque pantographe étant connecté en correspondance à un capteur de courant et à un transformateur principal, et un troisième capteur de courant étant connecté en parallèle entre les deux capteurs de courant ; un disjoncteur principal est connecté entre le capteur de courant et le transformateur principal connectés en correspondance à chaque pantographe ; chacune des deux extrémités du troisième capteur de courant est connectée respectivement en parallèle entre le disjoncteur principal et le transformateur correspondant à chaque pantographe ; et une extrémité du troisième capteur de courant est connectée en série à un commutateur d'isolation à haute tension. L'appareil comprend en outre un module de commande, le module de commande étant utilisé pour identifier un pantographe dans un état de levage de pantographe, et positionner une région de défaut en fonction d'un signal de surintensité collecté d'une boucle à ultra-haute tension et au moyen d'une relation logique. Au moyen de l'appareil et du procédé, une région de défaut de surintensité d'ultra-haute tension peut être localisée de façon précise et rapide, et un conducteur de train est invité, selon une relation logique, à effectuer une opération correspondante, de façon à améliorer la sécurité et la fiabilité de fonctionnement d'un train.
PCT/CN2020/086051 2019-05-30 2020-04-22 Appareil et procédé de détection de défaut de surintensité d'ultra-haute tension de véhicule ferroviaire WO2020238494A1 (fr)

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CN201910465346.1 2019-05-30
CN201910465346.1A CN110133442A (zh) 2019-05-30 2019-05-30 一种轨道车辆特高压过流故障检测装置及方法

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CN112829594A (zh) * 2021-01-21 2021-05-25 中车株洲电力机车有限公司 单弓故障时列车的供电控制方法、系统、控制器及列车
CN113238124A (zh) * 2021-03-29 2021-08-10 中车青岛四方机车车辆股份有限公司 一种交流绝缘检测系统、方法及轨道车辆
CN114024307A (zh) * 2021-11-05 2022-02-08 中车株洲电力机车有限公司 一种轨道交通车辆及其多流制转换控制方法与系统
CN116165473A (zh) * 2023-04-26 2023-05-26 广东工业大学 一种列车牵引传动系统的网侧过流故障实时溯源方法

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CN110579686B (zh) * 2019-09-12 2021-10-29 池代臻 轨道接触网的故障测试方法和轨道接触网的故障测试电路
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CN111638471A (zh) * 2020-07-17 2020-09-08 中车青岛四方机车车辆股份有限公司 一种故障判断方法、装置及列车
CN112526253A (zh) * 2020-11-03 2021-03-19 中车青岛四方机车车辆股份有限公司 一种过流故障检测系统、方法及轨道车辆
CN113060052B (zh) * 2021-04-23 2022-07-08 重庆中车长客轨道车辆有限公司 一种双流制轨道交通车辆控制系统及方法
CN114167307B (zh) * 2021-12-09 2024-04-30 重庆中车长客轨道车辆有限公司 跨座式单轨车辆接地故障检测系统及方法
CN114523885B (zh) * 2022-03-03 2024-05-17 中车青岛四方机车车辆股份有限公司 一种高压供电回路保护系统、保护方法及车辆

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CN113238124A (zh) * 2021-03-29 2021-08-10 中车青岛四方机车车辆股份有限公司 一种交流绝缘检测系统、方法及轨道车辆
CN114024307A (zh) * 2021-11-05 2022-02-08 中车株洲电力机车有限公司 一种轨道交通车辆及其多流制转换控制方法与系统
CN114024307B (zh) * 2021-11-05 2024-04-09 中车株洲电力机车有限公司 一种轨道交通车辆及其多流制转换控制方法与系统
CN116165473A (zh) * 2023-04-26 2023-05-26 广东工业大学 一种列车牵引传动系统的网侧过流故障实时溯源方法

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