CN109239562B - Train and insulation detection system of train - Google Patents

Abstract

The invention discloses a train and an insulation detection system for the train. The train is powered by a power grid, and the power grid includes a positive power grid bus and a power grid negative bus. The train includes a plurality of carriages, a train insulation detection device and a train controller. Each carriage includes: a carriage A positive bus, the positive bus of the carriage is connected to the positive bus of the power grid; the negative bus of the carriage, the negative bus of the carriage is connected to the negative bus of the power grid; the first current sensor connected between the positive bus of the carriage and the negative bus of the carriage; the load connected to the first current sensor ;Fault locating device connected between the positive busbar of the carriage and the negative busbar of the carriage; The train controller is used to start the fault locating devices in multiple carriages in turn when the train insulation detection device detects an insulation fault, and pass the faults in the carriages. The fault locating device locates the insulation fault, so that the location where the insulation fault occurs, such as a specific carriage and a specific load, can be accurately determined, thereby improving the reliability of the power supply of the train.

Description

Insulation detection systems for trains and trains

technical field

The invention relates to the technical field of vehicles, in particular to an insulation detection system of a train and a train having the system.

Background technique

With the development of the times, most trains use electric energy as power. For example, the train power supply device can first convert the power supply of the grid into alternating current of about 860 volts, and then convert the alternating current into 600 volts of direct current before supplying the train, or it can be powered from 1500 volts. volts or 750 volts DC from the grid to supply the trains. Therefore, most trains run under the power supply of high-voltage electricity. In order to ensure the personal safety of equipment and passengers on the train, insulation testing is required after the train runs.

In the related art, a current sensor is provided at the grounding point of the train power supply device to determine whether an insulation fault occurs. However, the problem in the related art is that it is impossible to timely and accurately detect the insulation condition of the electrical system of the complete vehicle, to determine the location where the insulation fault occurs, and it is difficult to separate the faulty compartment.

SUMMARY OF THE INVENTION

The present invention aims to solve one of the technical problems in the above technologies at least to a certain extent. Therefore, an object of the present invention is to provide an insulation detection system for trains, which can detect insulation faults in time and accurately determine the location of the insulation faults.

The second object of the present invention is to propose a train.

In order to achieve the above object, an embodiment of the first aspect of the present invention proposes an insulation detection system for a train. The train is powered by a power grid, and the power grid includes a power grid positive busbar and a power grid negative busbar. Insulation detection device and train controller, each car includes: a car positive bus, the car positive bus is connected to the grid positive bus; a car negative bus, the car negative bus is connected to the grid negative bus; a first current sensor between the positive busbar of the carriage and the negative busbar of the carriage; a load connected to the first current sensor; a fault location device connected between the positive busbar of the carriage and the negative busbar of the carriage; the train The controller is used for sequentially starting the fault locating devices in the plurality of carriages when the train insulation detection device detects an insulation fault, and locating the insulation faults through the fault locating devices in the carriages.

According to the insulation detection system of the train proposed in the embodiment of the present invention, the first current sensor is connected between the positive bus bar of the car and the negative bus bar of the car, and the load is connected to the first current sensor, and is connected between the positive bus bar of the car and the negative bus bar of the car Fault locating device: When the train insulation detection device detects an insulation fault, the train controller starts the fault locating devices in a plurality of carriages in turn, and locates the insulation fault through the fault locating devices in the carriage. Therefore, through the first current sensor and the fault locating device, the location of the insulation fault, such as a specific car and a specific load, can be accurately determined, ensuring the personal safety of equipment and passengers on the train, and improving the reliability and safety of the power supply of the train.

In order to achieve the above object, an embodiment of the second aspect of the present invention provides a train, including the insulation detection system.

According to the train proposed in the embodiment of the present invention, the location where the insulation fault occurs, such as a specific carriage and a specific load, can be accurately determined, thereby improving the reliability and safety of the power supply of the train.

Description of drawings

1 is a schematic structural diagram of an insulation detection system for a train according to an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of each carriage in the insulation detection system of a train according to an embodiment of the present invention;

3 is a circuit schematic diagram of a fault locating device in a train insulation detection system according to an embodiment of the present invention, wherein the load is subjected to negative insulation detection;

4 is a circuit schematic diagram of a fault locating device in an insulation detection system of a train according to an embodiment of the present invention, wherein positive insulation detection is performed on the load;

5 is a schematic structural diagram of each car in an insulation detection system of a train according to another embodiment of the present invention, wherein a non-isolated DC/DC module is used;

6 is a schematic structural diagram of each car in an insulation detection system for a train according to yet another embodiment of the present invention, wherein a non-isolated DC/DC module is used;

7 is a schematic structural diagram of each car in an insulation detection system of a train according to another embodiment of the present invention, wherein a bidirectional isolated DC/DC module is used;

FIG. 8 is a circuit schematic diagram of a vehicle insulation detection device in an insulation detection system of a train according to an embodiment of the present invention; and

FIG. 9 is a circuit schematic diagram of a vehicle insulation detection device in an insulation detection system of a train according to another embodiment of the present invention.

Detailed ways

The following describes in detail the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary, and are intended to explain the present invention and should not be construed as limiting the present invention.

The following describes an insulation detection system for a train according to an embodiment of the present invention and a train having the system with reference to the accompanying drawings. It should be noted that, in some embodiments of the present invention, the train uses the car shell as the ground reference point. In other words, there is no conductor connection between the ground wire of the train and the ground, and it uses the suspended "ground", that is, the car shell as the ground. The reference point, for example, the train uses rubber tires, and the car shell is insulated from the ground, so the whole train adopts a floating system.

According to the embodiment of FIGS. 1-2 , the train may be powered by the grid including the grid positive bus L1 and the grid negative bus L2 , the train may include a plurality of cars 10 , a train insulation detection device 20 and a train controller 30 . According to an embodiment of the present invention, the insulation detection system can perform insulation detection on the train and each car 10 of the train to determine whether an insulation fault has occurred, and after judging the occurrence of an insulation fault, the fault locating device of each car 10 can detect the occurrence of an insulation fault. Insulation faults are located, so that insulation faults can be detected in time, and the location of insulation faults such as specific carriages and specific loads can be accurately determined, ensuring the personal safety of equipment and passengers on the train, and improving the reliability and safety of train power supply. .

According to the embodiment of FIG. 1 , the train insulation detection device 20 is connected between the grid positive bus bar L1 and the grid negative bus bar L2. The train insulation detection device 20 is used to detect the insulation between the grid positive busbar L1 and the grid negative busbar L2, that is, the train insulation detection device 20 is used to perform insulation detection on the grid positive busbar L1 and the grid negative busbar L2. In other words, the train insulation detection device 20 is used to detect the insulation condition of the entire train.

According to the embodiment of Figures 1-2, each car 10 of the train can be connected to the grid positive bus L1 and the grid negative bus L2 of the grid, so that the grid powers each car 10 of the entire train. Each car 10 may include: a car positive bus M1 , a car negative bus M2 , a first current sensor 110 , a load 120 and a fault location device 130 .

As shown in Figure 1-2, the positive bus M1 of the carriage is connected to the positive bus L1 of the power grid; the negative bus L2 of the carriage is connected to the negative bus L2 of the power grid. Specifically, according to an embodiment of the present invention, as shown in FIG. 2 , the positive bus M1 of the vehicle can be connected to the positive bus L1 of the grid through the sixth switch K6, and the negative bus L2 of the vehicle can be connected to the negative bus L2 of the grid through the seventh switch K7 , wherein, when the sixth switch K6 and the seventh switch K7 are both turned on, the electrical energy of the power grid is transmitted to the positive bus M1 and the negative bus M2 of the carriage, so that the power grid supplies power to the carriage 10; when the sixth switch K6 and the seventh switch K7 are both When turned off, the electric energy of the power grid stops being transmitted to the positive bus M1 of the car and the negative bus M2 of the car, so that the power grid stops supplying power to the car 10 .

As shown in FIGS. 1-2 , the first current sensor 110 is connected between the vehicle positive busbar M1 and the vehicle negative busbar M2 ; the load 120 is connected to the first current sensor 110 . Specifically, as shown in FIG. 2 , the positive pole and the negative pole of the load 120 can be respectively connected to the vehicle positive busbar M1 and the vehicle negative busbar M2, so that the power grid supplies the load 120 of each vehicle 10 through the vehicle positive busbar M1 and the vehicle negative busbar M2 For power supply, the first current sensor 110 may be disposed at the positive and negative electrodes of the load 120 , namely, at the inlet of the load 120 , and the first current sensor 110 may measure the difference between the positive current and the negative current of the load 120 .

It should be noted that, the load 120 in each compartment 10 is not limited to one, but may also be multiple. Correspondingly, the first current sensor 110 in each compartment 10 is not limited to one, but may be multiple. When there are multiple first current sensors 110 and loads 120 , each first current sensor 110 is connected between the vehicle positive bus M1 and the vehicle negative bus M2 , and each load 120 is connected to the corresponding first current sensor 110 . That is, a plurality of loads 120 may be connected in parallel to the vehicle positive bus M1 and the vehicle negative bus M2, and each first current sensor 110 may be disposed at the inlet of the corresponding load 120 to detect the positive current and the negative current of the corresponding load 120 difference between. It should also be noted that, in the embodiment of the present invention, since the connection mode and working principle of each load 120 in the carriage 10 are basically the same, the connection mode and working principle of the loads 120 in the following embodiments are applicable Each load 120 in the car 10 .

As shown in FIGS. 1-2 , the fault location device 130 is connected between the positive bus M1 of the vehicle and the negative bus M2 of the vehicle. Wherein, the fault locating device 130 is used to connect the paths between the positive bus M1 and the negative bus M2 of the vehicle and the load 120 respectively, so as to perform negative insulation detection and positive insulation detection on the load 120 .

Specifically, the fault locating device 130 can connect the passages between the positive bus M1 and the negative bus M2 of the vehicle and the load 120 according to the first preset method to perform negative insulation detection on the load 120, and can be connected according to the second preset method. The connection between the vehicle positive bus M1 and the vehicle negative bus M2 and the load 120 is used to detect the positive insulation of the load 120 . More specifically, when the connections between the vehicle positive bus M1 and the vehicle negative bus M2 and the load 120 are connected in a first preset manner, the difference between the positive current and the negative current of the load 120 can be measured by the first current sensor 110 . , and when the difference between the positive current and the negative current of the load 120 is greater than the preset current threshold, it is determined that the negative electrode of the load 120 is leaking, and a negative electrode insulation fault occurs. Similarly, when the connections between the positive bus M1 and the negative bus M2 of the vehicle and the load 120 are connected according to the second preset method, the difference between the positive current and the negative current of the load 120 can be measured by the first current sensor 110 , And when the difference between the positive current and the negative current of the load 120 is greater than the preset current threshold, it is determined that the positive electrode of the load 120 leaks, and a positive electrode insulation fault occurs.

In this way, the fault can be located by the current value detected by the first current sensor 110 and the fault locating device 130, and the specific car and the specific load where the insulation fault has occurred can be accurately determined, which facilitates the separation of the faulty car and facilitates maintenance. It improves the reliability and safety of the train's power supply.

The structure and principle of the fault location device 130 will be described in detail below with reference to the embodiments of FIG. 3 and FIG. 4 .

According to an embodiment of the present invention, as shown in FIGS. 3 and 4 , the fault location device 130 specifically includes: a first resistor R1 , a first switch K1 , a second resistor R2 , a second switch K2 and a controller 131 .

The first resistor R1 is connected to the vehicle positive bus M1; the first switch K1 is connected to the vehicle shell ground; the second resistor R2 is connected to the vehicle negative bus M2; and the second switch K2 is connected to the vehicle shell ground. Also, the first resistor R1 can be connected in series with the first switch K1, and the second resistor R2 can be connected in series with the second switch K2. That is to say, one end of the first resistor R1 is connected to the positive bus M1 of the car, one end of the first switch K1 is connected to the other end of the first resistor R1, and the other end of the first switch K1 is connected to the ground of the vehicle shell; the second resistor R2 One end of the second switch K2 is connected to the car positive bus M1, one end of the second switch K2 is connected to the other end of the second resistor R2, and the other end of the second switch K2 is connected to the vehicle shell ground. It should be noted that the ground of the car shell is the car shell of the train, and the car shell of the train is used as the reference ground point.

The controller 131 is used to control the first switch K1 and the second switch K2. Specifically, when the train does not perform insulation detection, the controller 131 controls both the first switch K1 and the second switch K2 to be turned off; when the train performs insulation detection, the controller 131 controls the first switch K1 to close, and controls the second switch K2 is turned off, the load 120 is tested for negative insulation by the current value detected by the first current sensor 110, the second switch K2 is controlled to be closed, and the first switch K1 is controlled to be turned off, and the current value detected by the first current sensor 110 is opposite to The load 120 performs positive insulation detection.

Specifically, as shown in FIG. 3 , the first equivalent resistance R31 may be the equivalent insulation resistance of the negative electrode of the load 120 to the vehicle shell ground. As shown in FIG. 4 , the second equivalent resistance R32 may be the positive electrode of the load 120 . Regarding the equivalent insulation resistance of the vehicle shell ground, when the resistance value of the first equivalent resistance R31 or the second equivalent resistance R32 is smaller than the preset resistance value, the insulation detection system can determine that an insulation fault occurs.

In the default state, that is, when the insulation fault does not occur and the fault locating device 130 does not perform insulation detection, the controller 131 controls both the first switch K1 and the second switch K2 to be turned off. When an insulation fault occurs, the insulation detection system can generate a fault alarm signal and notify the fault location device 130. The fault location device 130 can locate the fault after receiving the alarm information. The controller 131 can first control the first switch K1 to close and the second switch K2 to open. On, the load 120 is insulated from the negative electrode by the current value detected by the first current sensor 110, and then the second switch K2 is controlled to be closed and the first switch K1 is turned off, and the positive electrode is detected by the current value detected by the first current sensor 110 to the load 120. Insulation testing. Of course, the positive electrode insulation test can also be performed first, and then the negative electrode insulation test can be performed.

More specifically, as shown in FIG. 3 , when the first switch K1 is turned on and the second switch K2 is turned off, the car positive bus M1 , the first resistor R1 , the first switch K1 , the ground of the car shell, and the first equivalent resistor R31 , the load 120 and the negative bus M2 of the carriage form a loop, whereby a current can be generated to flow through the first current sensor 110 corresponding to the load 120 in the direction of the arrow in FIG. 3 . When the current value detected by the first current sensor 110 is greater than the preset current When the threshold value is reached, the controller 131 determines that the negative electrode of the load 120 is leaking, that is, the load 120 has a negative electrode insulation fault.

Similarly, as shown in FIG. 4 , when the second switch K2 is closed and the first switch K1 is opened, the positive bus M1 of the car, the load 120 , the second equivalent resistance R32 , the ground of the car shell, the second switch K2 , the second The resistor R2 and the negative bus M2 of the vehicle form a loop, whereby a current can be generated in the direction of the arrow in FIG. 4 to flow through the first current sensor 110 corresponding to the load 120 , when the current value detected by the first current sensor 110 is greater than the preset current threshold value , the controller 131 determines that the positive electrode of the load 120 is leaking, that is, the load 120 has a negative electrode insulation fault.

Therefore, the specific load in which the insulation fault has occurred can be determined through the current value detected by the first current sensor 110, which facilitates maintenance and improves the reliability and safety of the power supply of the train.

Further, according to an embodiment of the present invention, as shown in FIGS. 5-6 , the carriage 10 further includes: a battery 140 , a non-isolated DC/DC module 150 and a second current sensor 160 .

The battery 140 is connected to the vehicle positive bus M1 and the vehicle negative bus M2 through the non-isolated DC/DC module 150 . Specifically, the non-isolated DC/DC module 150 can be a bidirectional non-isolated DC/DC module 150, and the non-isolated DC/DC module 150 can convert the first direct current between the positive bus M1 and the negative bus M2 of the car into the second direct current The non-isolated DC/DC module 150 can convert the second direct current of the battery 140 into the first direct current to supply the first direct current to the vehicle positive bus M1 and the vehicle negative bus M2.

As shown in FIG. 5 , the second current sensor 160 may be connected between the battery 140 and the non-isolated DC/DC module 150 , wherein when the controller 131 controls the first switch K1 to be closed and the second switch K2 to be opened, The negative electrode insulation detection of the battery 140 is performed by the current value detected by the second current sensor 160 , and when the second switch K2 is controlled to be closed and the first switch K1 is controlled to be opened, the current value detected by the second current sensor 160 is used for the battery 140 . Conduct a positive insulation test.

That is, each car 10 may include a grid side and a battery side, a non-isolated DC/DC module 150 between the grid side and the battery side, a fault location device 130 and a load 120 installed on the grid side, and an entrance to each load 120 Install the first current sensor 110. Since the non-isolated DC/DC module 150 is of the non-isolated type, the battery side is equivalent to a branch of the power grid. By installing a second current sensor between the battery 140 and the non-isolated DC/DC module 150 Current sensor 160 for fault location of battery 140 .

In other embodiments of the present invention, the battery 140 and the non-isolated DC/DC module 150 can also be regarded as a branch, as shown in FIG. Current sensor 160 . That is, the second current sensor 160 may be connected between the vehicle positive bus M1 , the vehicle negative bus M2 and the bidirectional non-isolated DC/DC module 150 .

It should be understood that performing negative electrode insulation detection and positive electrode insulation detection on the battery 140 by the current value detected by the second current sensor 160 is the same as performing negative electrode insulation detection on the load 120 by the current value detected by the first current sensor 110 in the embodiments of FIGS. 3 and 4 . The principles of insulation detection and positive insulation detection are basically the same, and will not be described in detail.

Therefore, in the case of using the bidirectional non-isolated DC/DC module 150, it can be determined whether the battery 140 has an insulation fault through the current value detected by the second current sensor 160, which facilitates maintenance and improves the reliability and safety of train power supply.

Further, according to another embodiment of the present invention, as shown in FIG. 7 , the carriage further includes: a battery 140 , a bidirectional isolated DC/DC module 151 and a third current sensor 161 .

Wherein, the battery 140 is connected to the vehicle positive busbar M1 and the vehicle negative busbar M2 through the bidirectional isolation DC/DC module 151 . Specifically, the bidirectional isolation DC/DC module 151 can convert the first direct current between the positive bus M1 and the negative bus M2 into the second direct current to supply the second direct current to the battery 140 , and the bidirectional isolated DC/DC module 150 The second direct current of the battery 140 may be converted into the first direct current to supply the first direct current to the vehicle positive bus M1 and the vehicle negative bus M2.

The third current sensor 161 may be connected between the vehicle positive bus M1, the vehicle negative bus M2 and the bidirectional isolated DC/DC module 151, wherein the controller 131 controls the first switch K1 to be closed and the second switch K2 to be opened When the current value detected by the third current sensor 161 is used to detect the negative electrode insulation of the battery 140, and when the second switch K2 is controlled to be closed and the first switch K1 is controlled to be opened, the current value detected by the third current sensor 161 is paired with The battery 140 is tested for positive insulation.

That is to say, each car 10 may include a grid side and a battery side, and a bidirectional isolated DC/DC module 151 may be provided between the grid side and the battery side. The grid side is provided with a fault location device 130 and a load 120 . The inlet mounts the first current sensor 110 . In addition, since there is no branch on the battery side, there is no need to install a fault locating device on the battery side separately, and the fault locating device can be installed on the grid side.

Thus, in the embodiment of the present invention, the third current sensor 161 is connected between the vehicle positive bus M1 , the vehicle negative bus M2 and the bidirectional isolated DC/DC module 151 . That is to say, in the case of using the bidirectional isolated DC/DC module 151 , the third current sensor 161 can be installed before the bidirectional isolated DC/DC module 150 , and the fault location device 130 can locate the fault of the battery 140 through the third current sensor 161 , that is, the negative electrode insulation detection is performed on the battery 140 and the positive electrode insulation detection is performed on the battery 140 .

It should be understood that performing negative electrode insulation detection and positive electrode insulation detection on the battery 140 by the current value detected by the third current sensor 161 is the same as performing negative electrode insulation detection on the load 120 by the current value detected by the first current sensor 110 in the embodiments of FIGS. 3 and 4 . The principles of insulation detection and positive insulation detection are basically the same, and will not be described in detail.

Therefore, in the case of using the bidirectional isolation DC/DC module 151, the fault location device can determine whether the battery 140 has an insulation fault through the current value detected by the third current sensor 161, which is convenient for maintenance and improves the reliability and safety of the power supply of the train. sex.

The insulation detection mode of the insulation detection system will be described in detail below with reference to Figures 5-9.

According to an embodiment of the present invention, as shown in FIGS. 5-7 , the compartment 10 further includes: a compartment insulation detection device 170, the compartment insulation detection device 170 is connected between the compartment positive bus M1 and the compartment negative bus M2, and the compartment insulation detection device 170 is used to detect the insulation condition between the positive busbar M1 of the carriage and the negative busbar M2 of the carriage. That is to say, the cabin insulation detection device 170 is used to perform insulation detection on the cabin positive busbar M1 and the cabin negative busbar M2. In other words, the cabin insulation detection device 170 is used to detect the insulation condition of the cabin 10 .

It should be noted that, in some embodiments of the present invention, as shown in FIGS. 5-6 , when the battery side and the grid side are connected through the non-isolated DC/DC module 150 , the grid side and the battery side can share the same compartment insulation detection device 170.

According to another embodiment of the present invention, as shown in FIG. 7 , when the battery side and the grid side are connected through the bidirectional isolation DC/DC module 151 , the vehicle insulation detection device 170 is used to detect the insulation condition of the grid side of the vehicle 10 . . The compartment 10 further includes: a second compartment insulation detection device 180 , and the second compartment insulation detection device 180 is connected to both ends of the battery 140 . Specifically, the bidirectional isolated DC/DC module 151 has a first battery terminal and a second battery terminal, the first battery terminal of the bidirectional isolated DC/DC module 151 is connected to the positive electrode of the battery 140 through the battery positive bus bar P1, and the bidirectional isolated DC/DC The second battery terminal of the module 151 is connected to the negative electrode of the battery 140 through the battery negative bus bar P2, and the second compartment insulation detection device 180 can be connected between the battery positive bus bar P1 and the battery negative bus bar P2. The second compartment insulation detection device 180 is used for detecting the insulation condition of the battery positive bus bar P1 and the battery negative bus bar P2 to the vehicle shell. That is, the second compartment insulation detection device 180 is used to perform insulation detection on the battery positive bus bar P1 and the battery negative bus bar P2. In other words, the second compartment insulation detection device 180 is used to detect the insulation condition of the battery side of the compartment 10 .

Specifically, according to the embodiment of FIG. 8 , the cabin insulation detection device 170 may include: a third resistor R3 , a third switch K3 , a fourth resistor R4 , a fourth switch K4 , a first voltage detector 171 , and a second voltage detector 172 and a third voltage detector 173.

The third resistor R3 and the third switch K3 are connected in series with each other, and the third resistor R3 and the third switch K3 connected in series are connected between the positive busbar M1 of the car and the ground of the car shell; the fourth resistor R4 and the fourth switch K4 are connected in series with each other , the fourth resistor R4 and the fourth switch K4 connected in series are connected between the negative bus bar M2 of the carriage and the ground of the vehicle shell; the first voltage detector 171 is connected in parallel with both ends of the third resistor R3, and the first voltage detector 171 is used for The voltage of the third resistor R3 is detected to generate the first voltage V1; the second voltage detector 172 is connected in parallel with both ends of the fourth resistor R4, and the second voltage detector 172 is used to detect the voltage of the fourth resistor R4 to generate the second voltage V2; the third voltage detector 173 is used to detect the voltage between the positive bus M1 of the vehicle and the negative bus M2 of the vehicle to generate a third voltage V3.

Further, according to an embodiment of the present invention, the insulation of the vehicle positive bus bar M1 can be generated according to the resistance value of the third resistor R3, the resistance value of the fourth resistor R4, the first voltage V1, the second voltage V2 and the third voltage V3 resistance and insulation resistance of the negative busbar M2 of the carriage.

Specifically, as shown in FIG. 8 , it is assumed that the insulation resistance of the vehicle positive busbar M1 to the vehicle casing ground is R33, and the insulation resistance of the vehicle negative busbar M2 to the vehicle casing ground is R34. In the embodiment of FIG. 8 , the cabin insulation detection device 170 performs insulation detection by the bridge method, wherein the third resistor R3 and the fourth resistor R4 are bridge arm resistances, and the third switch K3 and the fourth switch K4 are bridge arm switches . When performing insulation detection, the cabin insulation detection device 170 may control the third switch K3 to be closed and the fourth switch K4 to be closed, detect the voltage of the third resistor R3 through the first voltage detector 171 to generate the first voltage V1, and control the The fourth switch K4 is closed and controls the third switch K3 to be turned off, the second voltage detector 172 detects the voltage of the fourth switch K4 to generate the second voltage V2, and the third voltage detector 173 detects the vehicle positive bus M1 and the vehicle voltage between the negative bus bars M2 to generate the third voltage V3.

第二电压V2满足以下公式：

其中，R3为第三电阻R3的电阻值，R4为第四电阻R4的电阻值。假设第三电阻R3的电阻值和第四电阻R4的电阻值均等于R，即R3＝R4＝R，带入公式

和

计算可得，

It can be seen from FIG. 8 that the first voltage V1 satisfies the following formula:

The second voltage V2 satisfies the following formula:

Wherein, R3 is the resistance value of the third resistor R3, and R4 is the resistance value of the fourth resistor R4. Assuming that the resistance value of the third resistor R3 and the resistance value of the fourth resistor R4 are both equal to R, that is, R3=R4=R, bring into the formula

and

can be calculated,

计算车厢正极母线M1的绝缘电阻，并可根据公式

计算车厢负极母线M2的绝缘电阻。Therefore, after obtaining the first voltage V1, the second voltage V2 and the third voltage V3, the

Calculate the insulation resistance of the positive bus M1 of the carriage, and can use the formula

Calculate the insulation resistance of the negative busbar M2 of the carriage.

Furthermore, according to a specific embodiment of the present invention, when the insulation resistance of the negative busbar M2 of the carriage is less than the preset resistance value and/or the insulation resistance of the positive busbar M1 of the carriage is less than the preset resistance value, the carriage insulation detection device 170 determines the corresponding carriage 10 Insulation failure occurred.

Specifically, according to the embodiment of FIG. 9 , the cabin insulation detection device 170 may include: a signal source A1 , a fifth resistor R5 , a fifth switch K5 , a sixth resistor R6 and a fourth voltage detector 174 .

Wherein, the fifth resistor R5 and the fifth switch K5 are connected in series with each other, and the fifth resistor R5 and the fifth switch K5 connected in series are connected between the first end of the signal source A1 and the positive bus M1 of the carriage or the first end of the signal source A1 and the between the negative bus M2 of the car; the sixth resistor R6 is connected between the second end of the signal source A1 and the ground of the vehicle shell; the fourth voltage detector 174 is used to detect the voltage of the sixth resistor R6; wherein, the signal source A1 outputs the first When an output voltage Vo1, the voltage of the sixth resistor R6 is the fourth voltage V4, and when the signal source A2 outputs the second output voltage Vo2, the voltage of the sixth resistor R6 is the fifth voltage V5.

Further, the insulation resistance of the negative bus bar M2 of the carriage can be generated according to the resistance value of the fifth resistor R5, the resistance value of the sixth resistor R6, the first output voltage Vo1, the second output voltage Vo2, the fourth voltage V4 and the fifth voltage V5. Or the insulation resistance of the positive busbar M1 of the carriage. Wherein, when the fifth resistor R5 and the fifth switch K5 are connected between the first end of the signal source A1 and the positive bus M1 of the carriage, the insulation resistance of the negative bus M2 of the carriage can be generated; when the fifth resistor R5 and the fifth switch K5 When connected between the first end of the signal source A1 and the vehicle negative bus M2, the insulation resistance of the vehicle positive bus M1 can be generated. In other words, connecting the cabin insulation detection device 170 of the embodiment of FIG. 9 between the cabin positive busbar M1 and the vehicle shell ground can generate the insulation resistance of the cabin negative busbar M2, and connect the negative busbar M and the vehicle shell ground. For example, the cabin insulation detection device 170 can generate the insulation resistance of the cabin positive busbar M1 of the cabin 2 .

Specifically, the fifth resistor R5 and the fifth switch K5 are connected between the first end of the signal source A1 and the negative bus M2 of the carriage as an example for illustration. Since the fifth resistor R5 and the fifth switch K5 are connected to the signal source A1 The principle between the first end of the M1 and the positive busbar M1 of the carriage is basically the same as that of the present embodiment, and will not be described in detail here.

As shown in FIG. 9 , it is assumed that the insulation resistance of the positive bus bar M1 of the car to the chassis ground is R35. In the embodiment of FIG. 9 , the cabin insulation detection device 170 performs insulation detection through the signal injection method, the fifth resistor R5 is a coupling resistor, the sixth resistor R6 is a current sampling resistor, and V6 is the one between the carriage positive busbar M1 and the carriage negative busbar M2 Between the voltages, the signal amplitude of the signal source A1 is variable.

以及控制信号源A1按照第二输出电压Vo2注入信号，通过第四电压检测器174检测第六电阻R6的电压以获得第五电压V5，此时，第五电压V5可满足公式

When performing insulation detection, the cabin insulation detection device 170 can first control the fifth switch K5 to close, and then control the signal source A1 to inject a signal according to the first output voltage Vo1, and detect the voltage of the sixth resistor R6 through the fourth voltage detector 174 to obtain The fourth voltage V4, at this time, the fourth voltage V4 can satisfy the formula

And the control signal source A1 injects a signal according to the second output voltage Vo2, and detects the voltage of the sixth resistor R6 through the fourth voltage detector 174 to obtain the fifth voltage V5. At this time, the fifth voltage V5 can satisfy the formula

和

可得，joint formula

and

Available,

可分别计算出车厢正极母线M1的绝缘电阻和车厢负极母线M2的绝缘电阻，Thus, by the formula

The insulation resistance of the positive busbar M1 in the carriage and the insulation resistance of the negative busbar M2 in the carriage can be calculated separately.

Furthermore, according to a specific embodiment of the present invention, when the insulation resistance of the negative busbar M2 of the carriage is less than the preset resistance value and/or the insulation resistance of the positive busbar M1 of the carriage is less than the preset resistance value, the carriage insulation detection device 170 determines the corresponding carriage 10 Insulation failure occurred.

Therefore, the compartment insulation detection device can timely detect whether an insulation fault occurs in each compartment, ensure the personal safety of equipment and passengers on the train, and improve the reliability and safety of the power supply of the train.

It should be understood that the train insulation detection device 20 may adopt the structure of the embodiment of FIG. 8 or FIG. 9 . The difference between the embodiment of FIG. 8 or FIG. 9 used for the train insulation detection device 20 is that the positive bus M1 of the carriage is replaced For the grid positive busbar L1, replace the carriage negative busbar M2 with the grid negative busbar L2, thus, the insulation resistance of the grid positive busbar L1 and the grid negative busbar L2 can be obtained. In addition, the second compartment insulation detection device 180 may adopt the structure of the embodiment of FIG. 8 or FIG. 9 . The difference between the embodiment of FIG. 8 or FIG. 9 used for the second compartment insulation detection device 180 is that the compartment positive bus M1 Replace the battery positive bus bar P1, and replace the compartment negative bus bar M2 with the battery negative bus bar P2, so that the insulation resistance of the battery positive bus bar P1 and the battery negative bus bar P2 can be obtained.

Further, according to an embodiment of the present invention, the train controller 30 is configured to activate the fault locating devices 130 in the carriage 10 in sequence when the train insulation detection device 20 detects an insulation fault, and use the fault locating devices 130 in the carriage to detect the faults. Insulation faults are located.

Wherein, according to an embodiment of the present invention, the train insulation detection device 20 , the car insulation detection device 170 and the train controller 30 can all be connected to the communication network of the train, and the train insulation detection device 20 , the car insulation detection device 170 and the train controller 30 can communicate with each other through a communication network. Or, according to another embodiment of the present invention, the train insulation detection device 20 communicates with the car insulation detection device 170 of each car 10 to obtain the insulation condition of each car 10, and only the train insulation detection device 20 and the train control The device 30 is connected to the communication network of the train, so that the information generated by the vehicle insulation detection device 170 can be judged by the train insulation detection device 20 and then transmitted.

Specifically, the train insulation detection device 20 may generate an alarm message when it detects an insulation fault in the entire train or when any one of the compartment insulation detection devices 170 detects an insulation failure in a corresponding compartment 10 , and the train insulation detection device 20 may send the alarm information to the train insulation detection device 20 . It is sent to the train controller 30 through the communication network. After receiving the alarm information, the train controller 30 starts the fault locating device 130 in the car 10 in sequence, and locates the insulation fault through the fault locating device 130 in the car.

It should be understood that since the positive busbars M1 of the multiple carriages 10 are all connected together, the negative busbars M2 of the multiple carriages 10 are all connected together, and the housing grounds of the multiple carriages 10 are also connected together. The switching of the first switch K1 and the second switch K2 in the device 130 will affect each other. Therefore, when performing fault location, the train controller 30 can sequentially activate the fault location device 130 in the carriage 10 to ensure that there is only one fault location at the same time. The device 130 performs a switching operation.

Specifically, the train controller 30 can sequentially activate the fault locating device 130 in the car 10, that is, control the first switch K1 and the second switch K2 of the fault locating device 130 to be closed, and after the fault locating device 130 of any car is activated, the fault The positioning device 130 may monitor the current value detected by the first current sensor 110 and/or the second current sensor 160 of the vehicle, if the current value detected by the first current sensor 110 is greater than the preset current threshold or the current detected by the second current sensor 160 If the value is greater than the preset current threshold, the fault locating device 130 generates fault locating information, and sends the fault locating information to the train controller 30, so that the specific location of the insulation fault can be determined. In addition, in other embodiments, after the fault locating device 130 of any car is activated, the fault locating devices 130 of other cars can also monitor the current values detected by the first current sensor 110 and/or the second current sensor 160 of the car in which they are located. , so as to determine the specific location of the insulation fault in other carriages according to the detected current value.

In addition, according to an embodiment of the present invention, the train controller 30 can also be used to activate the fault locating device 130 in any car 10 and turn off the fault locating devices in other cars 10 when the train insulation detection device 20 detects an insulation fault 130, and locate the insulation fault through the fault locating device 130 in the vehicle.

That is to say, when performing fault location, the train controller 30 can control the fault location device 130 of any one of the multiple cars 10 to start up, so that only one fault location device performs on/off switching action at the same time, and the fault location of any one of the cars The device 130 is activated, and the fault location device 130 of each compartment 10 can detect the current value detected by the first current sensor 110 and/or the second current sensor 160 in the respective compartment, and the current value detected by the first current sensor 110 is greater than the predetermined value. Assuming that the current threshold or the current value detected by the second current sensor 160 is greater than the preset current threshold, fault location information is generated, so as to determine the specific location where the insulation fault occurs.

Therefore, the insulation detection system of the train can locate the insulation fault through the cooperation between the fault locating device 130, the compartment insulation detection device 170 and the train insulation detection device 20, and can avoid the interference caused by the simultaneous fault location of multiple cars to improve the accuracy of fault location.

Finally, an embodiment of the present invention also provides a train, including the insulation detection system of the above embodiment.

According to one embodiment of the present invention, the train may be a straddle monorail.

According to the train proposed in the embodiment of the present invention, the location where the insulation fault occurs, such as a specific carriage and a specific load, can be accurately determined, thereby improving the reliability and safety of the power supply of the train.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", " Back, Left, Right, Vertical, Horizontal, Top, Bottom, Inner, Outer, Clockwise, Counterclockwise, Axial , "radial", "circumferential" and other indicated orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying the indicated device or Elements must have a particular orientation, be constructed and operate in a particular orientation and are therefore not to be construed as limitations of the invention.

In addition, the terms "first" and "second" are only used for descriptive purposes, and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, a feature defined as "first" or "second" may expressly or implicitly include one or more of that feature. In the description of the present invention, "plurality" means two or more, unless otherwise expressly and specifically defined.

In the present invention, unless otherwise expressly specified and limited, the terms "installed", "connected", "connected", "fixed" and other terms should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection , or integrated; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of the two elements or the interaction relationship between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

In the present invention, unless otherwise expressly specified and limited, a first feature "on" or "under" a second feature may be in direct contact between the first and second features, or the first and second features indirectly through an intermediary touch. Also, the first feature being "above", "over" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is level higher than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.

In the description of this specification, description with reference to the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples", etc., mean specific features described in connection with the embodiment or example , structure, material or feature is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, those skilled in the art may combine and combine the different embodiments or examples described in this specification, as well as the features of the different embodiments or examples, without conflicting each other.

Although the embodiments of the present invention have been shown and described above, it should be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Embodiments are subject to variations, modifications, substitutions and variations.

Claims (4)

1. an insulation detection system of a train, it is characterized in that, described train is powered by grid, described grid comprises grid positive busbar and grid negative busbar, and described train comprises multiple carriages, train insulation detection device and train controller, Each carriage includes: a positive busbar of the carriage, the positive busbar of the carriage is connected to the positive busbar of the power grid; the negative bus bar of the carriage, the negative bus bar of the carriage is connected with the negative bus bar of the power grid; a first current sensor connected between the vehicle positive busbar and the vehicle negative busbar; a load connected to the first current sensor, where the first current sensor is used to measure the difference between the positive current and the negative current of the load; A fault locating device connected between the carriage positive busbar and the carriage negative busbar, the fault locating device is used to respectively connect the carriage positive busbar and the carriage negative busbar and the passages of the load so as to connect all the The load performs negative insulation detection and positive insulation detection; the fault location device includes: a first resistor, a first switch, a second resistor, a second switch and a controller, the first resistor is connected to the positive bus bar of the vehicle, The first switch is connected to the ground of the vehicle shell, the second resistor is connected to the negative bus bar of the carriage, and the second switch is connected to the ground of the vehicle shell; the controller is used to connect the first switch and the second switch to the ground. control, when the train does not perform insulation detection, the controller controls both the first switch and the second switch to be disconnected; when the train performs insulation detection, the controller controls the first switch and the second switch. A switch is closed, and the second switch is controlled to be turned off, the negative electrode insulation detection is performed on the load through the current value detected by the first current sensor, and the second switch is controlled to be closed, and the first switch is controlled Disconnect, and perform positive insulation detection on the load through the current value detected by the first current sensor; A compartment insulation detection device connected between the compartment positive bus bar and the compartment negative bus bar is used to detect the insulation between the compartment positive bus bar and the compartment negative bus bar, and the compartment insulation detection device includes: Three resistors, a third switch, a fourth resistor, a fourth switch, a first voltage detector, a second voltage detector, and a third voltage detector, wherein the third resistor and the third switch are connected in series, so The third resistor and the third switch are connected between the positive busbar of the car and the ground of the car shell; the fourth resistor and the fourth switch are connected in series with each other, and the fourth resistor and the fourth switch are connected to the car between the negative bus bar and the vehicle shell ground; the first voltage detector is connected in parallel with both ends of the third resistor for detecting the voltage of the third resistor to generate a first voltage; the second voltage detector The two ends of the fourth resistor are connected in parallel to detect the voltage of the fourth resistor to generate a second voltage; the third voltage detector is used to detect the voltage between the positive bus bar and the negative bus bar of the vehicle to generate the first voltage. Three voltages; according to the resistance value of the third resistor, the resistance value of the fourth resistor, the first voltage, the second voltage and the third voltage, the insulation resistance of the positive bus bar and the negative bus bar of the car are generated When the insulation resistance is less than the preset resistance value, it is judged that the corresponding compartment has an insulation fault; The train controller is used for sequentially starting the fault locating devices in the plurality of carriages when the train insulation detection device detects an insulation fault, and locating the insulation faults through the fault locating devices in the carriages. 2. The insulation detection system of a train according to claim 1, wherein the carriage further comprises: Battery; a non-isolated DC/DC module, wherein the battery is connected to the vehicle positive busbar and the vehicle negative busbar through the non-isolated DC/DC module; a second current sensor connected between the battery and the non-isolated DC/DC module, wherein when the controller controls the first switch to close and controls the second switch to open, the controller passes the The current value detected by the second current sensor is used to detect the negative electrode insulation of the battery, and when the second switch is controlled to be closed and the first switch is controlled to be opened, the current value detected by the second current sensor is used. The positive electrode insulation test was performed on the battery. 3. The insulation detection system of a train according to claim 1, wherein the carriage further comprises: Battery; a bidirectional isolated DC/DC module, the battery is connected to the positive busbar of the carriage and the negative busbar of the carriage through the bidirectional isolated DC/DC module; a third current sensor connected between the vehicle positive busbar, the vehicle negative busbar and the bidirectional isolated DC/DC module, wherein the controller is controlling the first switch to be closed and the first switch to be closed. When the second switch is turned off, the battery is subjected to negative insulation detection through the current value detected by the third current sensor, and when the second switch is controlled to be closed and the first switch is controlled to be turned off, The current value detected by the third current sensor performs positive insulation detection on the battery. 4. A train, characterized by comprising the insulation detection system according to any one of claims 1-3.

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