Train electric leakage recovery method, device, equipment and medium

Abstract

The application discloses a train leakage recovery method, device, equipment and medium, relates to the field of rail transit technology, and in particular to the field of train power supply technology. The method comprises the following steps: leakage detection is performed on a train to determine a leakage node; if the leakage node is a track side node, circuit breaking treatment is performed on the track side node, and a battery module is controlled to enter a power supply state; if the leakage node is a train side node, a collected voltage of the train is detected, and the battery module is controlled to enter the power supply state when the collected voltage is less than a preset threshold; the collected voltage is a track side voltage collected by a traction inverter of the train. By adopting the method, leakage detection can be performed on the train when the train is powered on (i.e. the train is in a running state), the specific position (i.e. the leakage node) where leakage occurs is determined, timely power supply is provided for normal nodes other than the leakage node through the battery module, and the train is ensured to run without interruption, thereby providing convenience for the operation of the train.

Description

Technical Field

[0001] This disclosure generally relates to the field of rail transit technology, specifically to the field of battery power supply technology, and in particular to a method, apparatus, equipment, and medium for restoring train leakage current. Background Technology

[0002] Currently, trains (such as subways, trains, or high-speed trains) provide convenience for people's travel. The train operation principle is that the power system transmits and distributes electrical energy to the distribution boxes in each carriage through the power grid, and the train is driven by each distribution box.

[0003] In existing technologies, during electrical energy transmission, leakage may occur due to aging of the insulation layer on the surface of the transmission line or other reasons, which can damage electrical equipment inside the train carriage. To ensure equipment safety, leakage protection systems can be implemented in the event of a leakage, protecting other equipment from damage except for the affected component.

[0004] However, existing technology only provides timely protection for the equipment, but leakage protection can cause trains to stop, causing inconvenience to train operations. Summary of the Invention

[0005] Therefore, it is necessary to provide a method, device, equipment, and medium for train leakage recovery to address the aforementioned technical problems. This method can detect leakage in the train, determine the specific location of the leakage (i.e., the leakage node), and promptly supply power to normal nodes other than the leakage node through a battery module, ensuring uninterrupted train operation and providing convenience for train operation.

[0006] Firstly, a method for restoring electrical leakage in a train is provided, the method comprising:

[0007] Conduct leakage detection on the train to identify the leakage point;

[0008] If the leakage node is a track-side node, then the track-side node is disconnected and the battery module is controlled to enter the power supply state.

[0009] If the leakage node is a train-side node, the collected voltage of the train is detected, and the battery module is controlled to enter the power supply state when the collected voltage is less than a preset threshold; the collected voltage is the track-side voltage collected by the train's traction inverter.

[0010] Secondly, a train leakage current restoration device is provided, the device comprising:

[0011] The detection unit performs leakage detection on the train to identify the leakage point.

[0012] If the leakage node is a track-side node, the processing unit will disconnect the track-side node and control the battery module to enter the power supply state.

[0013] If the leakage node is a train-side node, the control unit detects the collected voltage of the train and controls the battery module to enter the power supply state when the collected voltage is less than a preset threshold; the collected voltage is the track-side voltage collected by the train's traction inverter.

[0014] Thirdly, a train leakage current recovery system is provided, the system comprising:

[0015] The signal module, vehicle controller, battery module, and battery manager are used to acquire hard-wired signals from the train's battery module; these hard-wired signals are used to drive or shut down the train's battery module.

[0016] The battery manager is used to detect leakage current in the train and identify the leakage point.

[0017] The signal module or vehicle controller is also used to: if the leakage node is a track-side node, disconnect the track-side node and control the battery module to enter the power supply state; if the leakage node is a train-side node, detect the train's collected voltage and control the battery module to enter the power supply state when the collected voltage is less than a preset threshold; the collected voltage is the track-side voltage collected by the train's traction inverter.

[0018] Fourthly, a computer device is provided, including a memory, a processor, and a computer program stored not in the memory but executable on the processor, characterized in that, when the processor executes the program, it implements the steps of the method described in the first aspect and any possible implementation of the first aspect.

[0019] Fifthly, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in the first aspect and any possible implementation thereof.

[0020] Sixthly, a computer program product is provided, the computer program product including instructions, which, when executed, implement the steps of the method described in the first aspect and any possible implementation of the first aspect.

[0021] The train leakage current recovery method of this application can determine the specific location of the leakage (i.e., the leakage node) and promptly supply power to normal nodes other than the leakage node through the battery module, ensuring uninterrupted train operation and facilitating train operation. Specifically, leakage detection is performed on the train to determine the leakage node; if the leakage node is a track-side node, the track-side node is disconnected, and the battery module is controlled to enter the power supply state; if the leakage node is a train-side node, the train's sampling voltage is detected, and the battery module is controlled to enter the power supply state when the sampling voltage is less than a preset threshold; the sampling voltage is the track-side voltage collected by the train's traction inverter. The above steps can prevent train shutdown and facilitate train operation. In contrast, in the prior art, when the leakage location is determined, simply using a leakage protection device to quickly disconnect the leakage location can protect equipment in other locations from damage, but the train will stop running due to insufficient power. In contrast, the method of this application allows for timely battery power supply to other locations besides the leakage point after the leakage point is cut off, ensuring uninterrupted train operation and facilitating train operation. Attached Figure Description

[0022] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0023] Figure 1 This is a schematic diagram of a train leakage current recovery system provided in an embodiment of this application;

[0024] Figure 2 A schematic diagram illustrating the interaction between various devices in the system provided in the embodiments of this application;

[0025] Figure 3 A schematic flowchart illustrating the train leakage current recovery method provided in this application embodiment;

[0026] Figure 4 A schematic diagram of track-side leakage and train-side leakage provided for embodiments of this application;

[0027] Figure 5 This is another schematic flowchart of the train leakage current recovery method provided in the embodiments of this application;

[0028] Figure 6 This is another schematic flowchart of the train leakage current recovery method provided in the embodiments of this application;

[0029] Figure 7 A flowchart illustrating the implementation steps of the train leakage current restoration method provided in this application embodiment;

[0030] Figure 8This is a schematic diagram of the structure of the train leakage current recovery device provided in the embodiments of this application;

[0031] Figure 9 This is a structural block diagram of a computer device provided in an embodiment of this application. Detailed Implementation

[0032] The present application will now be described in further detail with reference to the embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0033] It should be noted that, unless otherwise specified, the embodiments and features of the embodiments in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0034] Currently, when electrical energy is transmitted through power transmission lines, leakage may occur due to aging of the lines or other reasons, which can damage electrical equipment during transmission. To ensure equipment safety, leakage protection devices can disconnect the leaking part, protecting other equipment from damage. However, disconnecting the leaking part will cause the train to stop, resulting in inconvenience to train operations.

[0035] Based on this, this application proposes a method, device, equipment, and storage medium for train leakage current recovery, which can identify the leakage node and supply power to nodes other than the leakage node in a timely manner through a battery module, ensuring uninterrupted train operation and providing convenience for train operation.

[0036] The train leakage current restoration method provided in this application can be applied to, for example... Figure 1 The train leakage current recovery system shown is illustrated. (Reference) Figure 1 The train leakage current recovery system may include a signal module 10, a vehicle controller 20, a battery manager 30, and a battery module 40.

[0037] The signal module 10 can be installed in a carriage of the train and connected to the driver controllers of the first and last cars via hardwired connections. This allows the signal system 10 to collect hardwired signals emitted by the driver controllers, which can then drive the battery into power supply mode. Furthermore, the signal module 10 can send and receive network signals, enabling signal interaction with the vehicle controller 20 or other devices.

[0038] The vehicle controller 20 can be installed in one of the train's carriages and connected to the driver controllers of the first and last cars via hardwired connections. This allows the vehicle controller 20 to collect hardwired signals from the driver controllers, which can then drive the battery into power supply mode. Furthermore, the vehicle controller 20 can also send and receive network signals, enabling signal interaction with other devices.

[0039] The battery manager 30 can be installed inside the train car to detect leakage and determine the specific location of the leakage (i.e., the leakage point). For example, the battery manager 40 can be a BMS (Battery Management System).

[0040] The battery module 40 can be installed at the bottom of the train car to provide power for the train's operation, allowing the train to continue running without interruption even in the event of a power leakage. For example, the battery module 40 can be a storage battery. It should be noted that the battery module 40 can serve as either the primary power source or an auxiliary power source for driving the train.

[0041] It should be noted that the devices mentioned above can be connected via a wired connection, allowing them to communicate directly through wired signals. Alternatively, they can be connected wirelessly, enabling them to communicate via network signals. These network signals can be, but are not limited to, battery-driven network signals or battery discharge permission network signals.

[0042] refer to Figure 2 The system may also include a driver controller 50, a traction inverter 60, and other high-voltage electrical appliances 70. Figure 2 The system provided for the embodiments of this application (i.e. Figure 1 The diagram shows the interaction between various devices in the train leakage current recovery system.

[0043] The driver controller 50 can be installed on the control panel in the train driver's cab to control the train's forward, reverse, or turn movements. For example, the driver controller 50 can be a head car driver controller or a tail car driver controller. Specifically, the driver controller 50 can have a power supply mode knob and two control handles (e.g., a control handle and a reversing handle). The power supply mode knob can change the power supply method by rotating its position; for example, when the knob is rotated to the OFF position, it indicates that the train is currently powered by the mains grid; when the knob is rotated to the ON position, it indicates that the train is currently powered by the battery. The control handles can control the train by moving them to different digital positions. For example, the control handle controls the train's speed; for example, the digital positions for train speed can be 0 or 1. The reversing handle controls the train's direction; for example, the digital positions for train direction can be forward, 0, or reverse.

[0044] It should be noted that when the power supply mode knob of the driver controller 50 is in the OFF position, it indicates that the current power supply method is grid power; when the power supply mode knob is in the ON position, it indicates that the current power supply method is battery (i.e., battery module) power. When battery power is supplied, the driver controller generates and sends a hard-wired signal, which can be a level signal. For example, the level signal can be a low-level signal 0 or a high-level signal 1. 0 indicates that the signal is invalid, and 1 indicates that the signal is valid. If the level signal is valid, battery power supply can be triggered.

[0045] The traction inverter 60 can be installed at the bottom of the train to convert the DC power provided by the battery module into AC power to drive the train, so that the train can be driven forward, backward or electrically braked under the traction force of the train motor.

[0046] Previous text Figure 2 This application describes the specific interaction process between various devices in the train leakage current recovery system. Another embodiment of this application provides a train leakage current recovery method, which can be applied to… Figure 1 or Figure 2 The train leakage current recovery system shown is an example. Figure 3 As shown, the method includes the following steps:

[0047] Step 301: Perform leakage current detection on the train to identify the leakage point;

[0048] This application provides a leakage current detection scheme, which can detect and determine the specific location of the leakage (i.e., the leakage node) to subsequently determine whether to use a battery module for power supply (i.e., leakage current recovery). Therefore, leakage current detection can be performed on the train when it is powered on (i.e., the train is in operation) to restore power to the train in a timely manner.

[0049] Specifically, when the power grid is used for power supply, leakage current detection can be performed to identify the leakage point.

[0050] The specific process of leakage current detection includes: when the high-voltage positive terminal of the power grid is connected to the transmission line, it indicates that leakage current has occurred. For example, the aforementioned transmission line can be the line from the power grid to the train distribution box (i.e., the track side), or it can be the line from the train distribution box to the loads of each carriage of the train. For example, the loads can be various electrical devices in the train carriages.

[0051] A leakage node is used to characterize the specific location of a leakage. For example, the specific location of a leakage can be a leakage on the track side or a leakage on the train side. Figure 4 A schematic diagram illustrating track-side leakage and train-side leakage as provided in an embodiment of this application. See also... Figure 4 The power grid transmits electrical energy to the train's distribution box via transmission lines, and the train's distribution box then distributes the electrical energy to the loads in each train car, such as the electrical equipment used by passengers in the train car. The side from the power grid to the train's distribution box via transmission lines is the track side, and the side from the train's distribution box to the loads in each car is the train side.

[0052] One possible implementation is to perform leakage detection on the train when it is powered on (i.e., when the train is in operation) to determine whether leakage has occurred and the specific location of the leakage (i.e., the leakage node).

[0053] It should be noted that leakage current can be understood not only as current leakage caused by the aging of the insulation layer of power transmission lines, but also, specifically, track-side leakage current can be understood as any point on the transmission line between the power grid (i.e., the high-voltage positive terminal of the power grid) falling on the power grid and the train's distribution box. Train-side leakage current can be understood as any point on the transmission line between the train's distribution box and the train's load falling on the power grid (the high-voltage positive terminal of the power grid).

[0054] Step 302: If the leakage node is a track-side node, then disconnect the track-side node and control the battery module to enter the power supply state.

[0055] This application provides a leakage current protection and recovery scheme. It can provide power-off protection for leakage nodes to prevent damage to the devices at those nodes, and can restore power to devices other than the leakage node (i.e., enable battery module power). For example, the leakage can occur on the track side. When a track-side leakage occurs, the track side can be disconnected first, ensuring that other devices besides the leakage node are not damaged. Secondly, battery modules can be used to power normal nodes other than the leakage node (i.e., leakage current recovery).

[0056] Specifically, circuit breaking can be used to protect the track-side leakage node. For example, a leakage current device can be used to measure the residual current value in the track-side transmission line. If the residual current value reaches a certain value, it indicates that a track-side leakage has occurred. At this time, the power to the track side can be cut off to complete the leakage protection.

[0057] One possible implementation is that when the residual current device (RCD) detects that the residual current in the track-side transmission line reaches a certain value, it indicates a leakage on the track side. The leakage point can then be disconnected to prevent damage to its equipment. Furthermore, leakage current can be restored to other normal points (i.e., powered by battery modules), allowing the train to run without interruption and facilitating train operation.

[0058] Step 303: If the leakage node is a train-side node, then detect the collected voltage of the train, and control the battery module to enter the power supply state when the collected voltage is less than a preset threshold; the collected voltage is the track-side voltage collected by the train's traction inverter.

[0059] This application provides a leakage current protection and leakage current recovery scheme, which can collect the voltage on the train side after a leakage current occurs, and determine whether to perform leakage current recovery on the train side (i.e., use a battery module for power supply) based on the collected voltage.

[0060] Specifically, the collected voltage is the track-side voltage collected by the train's traction inverter. For example, the collected voltage can be the voltage on the train side after a leakage occurs. When the voltage value reaches a certain fixed value, it indicates that the train lacks driving power. At this time, the battery module can be used to provide power to the train and enable the train to run without interruption.

[0061] It should be noted that the traction inverter can be installed at the bottom of the train to convert the DC power provided by the battery module into AC power to drive the train, so that the train can move forward, backward or turn under the traction force of the train motor.

[0062] One possible implementation is that when the track-side voltage collected by the train's traction inverter is less than a certain preset threshold, for example, aV, where a can be any positive number, it indicates that the train cannot continue to run due to a lack of power. In this case, a battery module can be used to supply power to the train vehicle side, so that the train can run without interruption.

[0063] The train leakage current recovery method of this application can perform leakage current detection on the train when it is powered on (i.e., the train is in operation) to determine the specific location of the leakage (i.e., the leakage node), and then promptly supply power to normal nodes other than the leakage node through the battery module, ensuring uninterrupted train operation and providing convenience for train operation. Specifically, by performing leakage current detection on the train, the leakage node is determined; if the leakage node is a track-side node, the track-side node is disconnected, and the battery module is controlled to enter the power supply state; if the leakage node is a train-side node, the train's sampled voltage is detected, and the battery module is controlled to enter the power supply state when the sampled voltage is less than a preset threshold; the sampled voltage is the track-side voltage collected by the train's traction inverter. The above steps allow for leakage current detection on the train when it is powered on (i.e., the train is in operation), and based on the leakage current detection results, determine whether to use the battery module for power supply, thereby avoiding train downtime and providing convenience for train operation. Compared to existing technologies where simply disconnecting the leakage point when it is identified can protect the equipment at the leakage point from damage, but the train stops due to the power supply being cut off, this application can promptly use a battery module to power the train after disconnecting the leakage point, allowing the train to run without interruption and providing convenience for train operation.

[0064] The embodiments described above introduced a technical solution for whether to use a battery module for power supply when a leakage point is detected. Another embodiment of this application describes a specific scheme for determining a leakage point. For example, the specific implementation of the steps described above, "performing leakage detection on the train and determining the leakage point," includes... Figure 5 Steps:

[0065] Step 501: Instruct the battery manager to perform leakage detection;

[0066] This application provides a leakage current detection scheme, in which the battery manager can perform leakage current detection to subsequently determine the specific leakage point.

[0067] Specifically, the battery manager is used to manage the battery. For example, battery management can include monitoring the battery's voltage, temperature, or charge level; calculating SOC (State of Charge) and SOH (State of Health). Understandably, the battery manager can also perform leakage current detection.

[0068] One possible implementation is to perform leakage current detection on the train when it is powered on (i.e., when the train is in operation).

[0069] Step 502: Receive an alarm signal sent by the battery manager; the alarm signal is used to indicate the leakage node detected by the battery manager;

[0070] This application provides an alarm signal receiving scheme. When the battery manager detects a specific leakage point, it can send an alarm signal with the leakage point to the signal module or the vehicle controller so that the subsequent signal system or the vehicle controller can receive the alarm signal and thus determine the specific leakage point.

[0071] Specifically, the alarm signal includes the leakage node detected by the battery manager, that is, the signal that can be used to indicate the specific leakage node. For example, it can be a voice signal or a text signal. The specific form of the above signal is not limited in this embodiment.

[0072] One possible implementation is that the signal module or vehicle controller can receive an alarm signal sent by the battery manager that contains information about a specific leakage point. For example, the alarm signal can be an audio signal or a text signal.

[0073] Step 503: Determine the leakage node based on the alarm signal.

[0074] This application provides a scheme for determining a specific leakage node. When the battery manager receives an alarm message containing a leakage node, it can determine the specific node where the leakage occurred (i.e., the leakage node) based on the alarm message, so that the battery module can subsequently use battery power (i.e., leakage recovery) for the specific leakage node, so that the train can run without interruption.

[0075] Specifically, the alarm signal can be parsed so that the battery manager can pinpoint the specific point where the leakage occurred, i.e., the specific leakage point. For example, the specific leakage point can be on the track side or on the train side.

[0076] One possible implementation is that the battery manager can parse the received alarm information, and the specific node where leakage occurred can be on the track side or the train side.

[0077] The embodiments described above introduced a technical solution for determining leakage points. Another embodiment of this application describes how to perform leakage recovery (i.e., battery power supply) using a battery module. For example, the specific implementation of "controlling the battery module to enter the power supply state" involved in the preceding steps includes:

[0078] The network signal of the battery module is generated and sent to the vehicle controller, which instructs the vehicle controller to drive the battery module through the battery manager and traction inverter.

[0079] This application provides a network signal generation scheme. After detecting a specific leakage node, leakage can be restored by using a battery module. That is, the battery module is used for power supply so that the train can run without interruption after a leakage occurs.

[0080] Specifically, the network signal of the battery module can be a signal that drives the battery module to provide power. For example, this signal could be a battery-driven network signal. The traction inverter can collect the voltage on the track side when track-side leakage occurs. Based on this voltage (i.e., the collected voltage), it can determine whether to use the battery module to provide power for train operation, allowing the train to run without interruption. Additionally, the traction inverter can be installed at the bottom of the train to convert the DC power provided by the battery module into AC power to drive the train, enabling the train to move forward, backward, or brake electrically under the traction force of the train's electric motor.

[0081] One possible implementation is that when the signal module or vehicle controller receives an alarm signal, the alarm signal can cause the signal module or vehicle controller to generate a network signal, such as a battery-driven network signal. The signal module can send the network signal to the battery manager through the vehicle controller. The battery manager contains a contactor, which can be understood as a control switch. When the battery manager receives the network signal, the network signal can trigger the contactor to close, i.e., the switch closes, causing the battery manager to send a network signal, such as a discharge-allowing network signal, thereby driving high-voltage electrical appliances such as the traction inverter to enter normal operating conditions. For example, after the traction inverter enters the high-voltage power-on state, it can enter the normal operating state.

[0082] The embodiments described above introduced a technical solution for leakage current recovery (i.e., battery power supply) of the train. Another embodiment of this application describes how to perform leakage current recovery (i.e., battery power supply) using a battery module. For example, the specific implementation of "controlling the battery module to enter the power supply state" mentioned above includes:

[0083] Generate network signals for the battery module, send the network signals to the battery manager and traction inverter, and instruct the battery manager and traction inverter to drive the battery module.

[0084] This application provides a network signal generation scheme. After detecting a specific leakage node, leakage can be restored by using a battery module. That is, the battery module is used for power supply so that the train can run without interruption after a leakage occurs.

[0085] Specifically, the network signal of the battery module can be a signal that drives the battery module to provide power. For example, this signal could be a battery-driven network signal. The traction inverter can collect the voltage on the track side when track-side leakage occurs. Based on this voltage (i.e., the collected voltage), it can determine whether to use the battery module to provide power for the train, allowing the train to run without interruption. Additionally, the traction inverter can be installed at the bottom of the train to convert the DC power provided by the battery module into AC power to drive the train, enabling the train to move forward, backward, or turn under the traction force of the train's electric motor.

[0086] One possible implementation is that the signal module or vehicle controller can generate network signals, such as battery-driven network signals. The signal module can send these network signals to the battery manager through the vehicle controller. The battery manager contains contactors, which can be understood as control switches. When the battery manager receives a network signal, the network signal can trigger the contactor to close, i.e., the switch closes, causing the battery manager to send network signals, such as a discharge-allowing network signal, thereby driving high-voltage electrical appliances such as traction inverters into normal operating conditions. For example, after the traction inverter enters the high-voltage power-on state, it can enter the normal operating state.

[0087] The embodiments described above introduced a technical solution for leakage current recovery (i.e., battery power supply) using a battery module. In another embodiment of this application, a method for determining whether to use a battery module for power supply is described when the leakage point is on the train side. For example, the specific implementation of the step described above, "detecting the train's acquisition voltage and controlling the battery module to enter the power supply state when the acquisition voltage is less than a preset threshold," includes... Figure 6 Steps:

[0088] Step 601: Obtain the collected voltage of N traction inverters; the ratio of N to the total number of traction inverters in the train is a preset ratio.

[0089] This application provides a voltage acquisition scheme. When the leakage node is on the train side, the traction inverter can collect a certain proportion (i.e., a preset threshold) of the track side voltage (i.e., the collected voltage) to determine whether the power grid can supply power to the train to run normally when leakage occurs, so as to determine whether to use battery modules for power supply.

[0090] Specifically, N represents the number of voltage samples collected by the traction inverters; for example, the number of voltage samples can be 4. The total number of traction inverters on the train can be M; for example, M can be 20. The preset ratio represents the ratio of the number of traction inverters collecting voltage samples to the total number of traction inverters; for example, the ratio can be 3 / 5 (i.e., 60%). It should be noted that by collecting the voltage of the traction inverters at the preset ratio, it can be determined whether the power grid supply is insufficient in the event of a leakage, i.e., whether the power grid supply can keep the train running without interruption.

[0091] One possible implementation is that, when the leakage point is on the train side, a certain proportion (i.e., a preset ratio) of the carriage traction inverters can be selected to collect the track-side voltage (i.e., the collected voltage). Based on the track-side voltage, it can be determined whether a battery module is needed for power supply. For example, the track-side voltage can be, but is not limited to, 100V to 499V.

[0092] Step 602: If the collected voltages of all N traction inverters are less than the preset threshold, then control the battery module to enter the power supply state.

[0093] This application provides a voltage comparison scheme. When the leakage node is on the train side, a certain proportion (i.e., a preset ratio) of traction inverters can collect the track side voltage (i.e., the collected voltage). Based on multiple track side voltage values, it is determined whether the power grid can supply electricity to the train to run normally when leakage occurs, so as to determine whether to use battery modules for power supply in the future.

[0094] Specifically, a preset threshold is used to characterize the minimum value of the track-side power supply voltage. For example, the minimum value of the track-side power supply voltage can be 500V, and the range of the track-side power supply voltage can be 500V to 900V. It should be noted that when the leakage point is on the train side, it can be determined whether multiple track-side voltage values ​​collected by the traction inverter are all less than the minimum value of the track-side grid power supply voltage. If so, it indicates that the grid power supply is insufficient, which may cause the train to stop running. To avoid train interruption, battery module power can be used to ensure that the train can run without interruption.

[0095] One possible implementation is that multiple collected voltage values ​​can be 100V, 200V, 300V, and 400V, so that the trackside power supply voltage (i.e., the preset threshold) for the train to operate normally is 500V. Since multiple collected voltage values ​​are all less than the preset threshold, it indicates that the power grid supply cannot enable the train to operate normally. At this time, a battery module can be used to supply power to ensure that the train does not run interrupted.

[0096] The embodiments described above introduce a technical solution for determining whether to use a battery module for power supply when the leakage point is on the train side. In another embodiment of this application, it is described how to determine whether to drive the battery module into a power supply state based on the state of a hard-wired signal. For example, after the step of "detecting leakage on the train and determining the leakage point" mentioned above, it further includes:

[0097] When the hard-wired signal indicates that the battery module is in a driving state, the battery module is controlled to enter the power supply state.

[0098] This application provides a scheme for driving a battery module into a power supply state. The state of a hard-wired signal can be used to determine whether to drive the battery module into a power supply state, so that power can be supplied subsequently through the battery module. For example, the battery module can be driven to supply power when the hard-wired signal is valid (i.e., power is supplied through the battery module, not through the mains).

[0099] Specifically, if the hard-wired signal acquired by the signal module or the vehicle controller is valid, for example, if the hard-wired signal is a high-level signal 1, it means that the battery module can be powered. In this case, the hard-wired signal indicates that the battery module is in a driving state, and the hard-wired signal can control the battery module to supply power.

[0100] One possible implementation is to obtain the hard-wire signal through the driver controller. If the hard-wire signal is a high-level signal 1, it indicates that the train can be powered by the battery module instead of the power grid. In this case, the hard-wire signal indicates that the battery module is in a driving state, and the hard-wire signal can control the battery module to supply power.

[0101] The embodiments described above illustrate a technical solution for determining whether to drive the battery module into a power supply state based on the state of a hard-wired signal. In another embodiment of this application, a complete flowchart of the train leakage current recovery method is presented. Figure 7 A flowchart illustrating the implementation steps of the train leakage current restoration method provided in this application embodiment is available. Figure 7 The specific steps for restoring train leakage current are as follows:

[0102] S1. Is it in signal system vehicle control mode?

[0103] If yes, then execute S2; otherwise, execute S18.

[0104] It should be noted that the signal system here is equivalent to the signal module in the previous embodiment of this application, and the signal system train control mode is equivalent to the signal module train control mode in the previous embodiment of this application.

[0105] S2, The signal system acquires the battery-driven hardwire signal;

[0106] It should be noted that the battery-driven hardwire signal here is equivalent to the hardwire signal in the previous embodiments of this application.

[0107] S3, Is the battery drive hardwire signal valid?

[0108] If yes, then execute S4; otherwise, execute S10.

[0109] S4. The signal system sends a valid battery drive network signal to the vehicle controller.

[0110] It should be noted that the battery-driven network signal here is equivalent to the network signal in the previous embodiments of this application.

[0111] S5. Is the battery drive network signal received by the vehicle controller valid?

[0112] If yes, then execute S6; otherwise, the step execution ends.

[0113] S6. The vehicle controller receives a valid battery drive network signal and forwards it to the BMS (Battery Management System) and traction inverter.

[0114] It should be noted that the BMS here is equivalent to the battery manager in the previous embodiments of this application.

[0115] After S7 and BMS receive a valid battery drive network signal, they control the battery-related dischargers to engage.

[0116] It should be noted that the contactor here is equivalent to the control switch in the previous embodiments of this application.

[0117] S8. After the battery-related discharge contactor is successfully engaged, the BMS sends a discharge permission signal.

[0118] After receiving the battery drive network signal sent by the BMS, the S9, traction inverter and other high-voltage electrical appliances will each power on at high voltage. After powering on at high voltage, they will report their status and work normally.

[0119] It should be noted that the high-voltage power supply here is equivalent to the use of battery modules for power supply in the previous embodiments of this application, which allows high-voltage electrical appliances such as traction inverters to operate without interruption, thus enabling the train to run without interruption.

[0120] S10, BMS, whether high-voltage leakage was detected on the track side;

[0121] If yes, then execute S11; otherwise, execute S14.

[0122] It should be noted that the high-voltage leakage on the track side here is equivalent to the leakage node in the previous embodiment of this application, and the leakage node is specifically on the track side.

[0123] S11, BMS sends a high-voltage leakage alarm network signal from the track side to the signaling system;

[0124] It should be noted that the high-voltage leakage alarm network signal on the track side here is equivalent to the alarm signal in the previous embodiment of this application.

[0125] S12. Does the signal system receive the high-voltage leakage alarm network signal on the track side?

[0126] If yes, then execute S13; otherwise, the step execution ends.

[0127] S13, The signal system sends a valid battery drive network signal to the vehicle controller;

[0128] It should be noted that the battery-driven network signal here is equivalent to the network signal in the previous embodiments of this application.

[0129] S14. Has the BMS detected high-voltage leakage on the vehicle side?

[0130] If yes, then execute S15; otherwise, the step execution ends.

[0131] It should be noted that the high-voltage leakage on the vehicle side here is equivalent to the leakage node in the previous embodiment of this application, and the leakage node is specifically on the train side.

[0132] S15, BMS sends the vehicle-side high-voltage leakage alarm network signal to the signal system.

[0133] It should be noted that the vehicle-side high-voltage leakage alarm network signal here is equivalent to the alarm signal in the previous embodiment of this application.

[0134] S16. Does the signal system receive the high-voltage leakage alarm network signal on the vehicle side?

[0135] If yes, proceed to step S17; otherwise, the step execution ends.

[0136] It should be noted that the signal system here is equivalent to the signal module in the previous embodiments of this application.

[0137] S17. Whether the vehicle controller receives the high-voltage leakage network signal on the vehicle side, and whether the track-side voltage collected by the traction inverters of more than 1 / 2 of the carriages is less than aV.

[0138] If yes, proceed to step S13; otherwise, the process ends.

[0139] It should be noted that the track-side voltage collected by the traction inverter here is equivalent to the collected voltage in the previous embodiment of this application.

[0140] S18, The vehicle controller acquires the battery drive hardwire signal.

[0141] It should be noted that the battery-driven hardwire signal here is equivalent to the hardwire signal in the previous embodiments of this application.

[0142] S19. Is the battery drive hardwire signal valid?

[0143] If yes, then execute S20; otherwise, execute S24.

[0144] It should be noted that the battery-driven hardwire signal is equivalent to the hardwire signal in the previous embodiments of this application. The hardwire signal is used to trigger the vehicle controller to send network signals.

[0145] S20, the vehicle controller forwards the battery drive hardwire signal to the BMS and traction inverter.

[0146] S21. After the BMS receives a valid battery drive network signal, it controls the battery-related discharge contactor to engage.

[0147] It should be noted that the battery-related discharge contactor here is equivalent to the control switch in the previous embodiment of this application, and engaging is equivalent to closing the control switch.

[0148] S22. After the battery-related discharge contactor is successfully engaged, the BMS is triggered to send a battery discharge permission signal.

[0149] After receiving the battery drive network signal sent by the BMS, the S23, traction inverter and other high-voltage electrical appliances will each power on at high voltage. After successful power-on, they will report their status and work normally.

[0150] S24. Has the BMS detected high-voltage leakage on the track side?

[0151] If yes, then execute S25; otherwise, execute S31.

[0152] It should be noted that the high-voltage leakage on the track side here is equivalent to the leakage node in the previous embodiment of this application, and the leakage node is specifically on the track side.

[0153] S25, BMS sends a high-voltage leakage alarm network signal from the track side to the vehicle controller.

[0154] It should be noted that the high-voltage leakage alarm network signal on the track side here is equivalent to the alarm signal in the previous embodiment of this application.

[0155] S26. Does the vehicle controller receive the high-voltage leakage alarm network signal from the track side?

[0156] If yes, proceed to step S27; otherwise, the step execution ends.

[0157] S27. The vehicle controller sends a valid battery drive network signal to the BMS.

[0158] It should be noted that the battery-driven network signal here is equivalent to the network signal in the previous embodiments of this application.

[0159] S28, after the BMS receives a valid battery drive network signal, it controls the battery-related discharge contactors to engage.

[0160] S29. After the battery-related discharge contactor is successfully engaged, the BMS sends a battery discharge permission signal.

[0161] After receiving the battery drive network signal sent by the BMS, the S30, traction inverter and other high-voltage electrical appliances will each power on at high voltage. After successful power-on, they will report their status and work normally.

[0162] S31. Has the BMS detected high-voltage leakage on the vehicle side?

[0163] If yes, then execute S32; otherwise, the step execution ends.

[0164] S32. Whether the vehicle controller receives the high-voltage leakage network signal on the vehicle side, and whether the track-side voltage collected by traction inverters of more than 1 / 2 of the carriages is less than aV.

[0165] If yes, proceed to step S33; otherwise, the process ends.

[0166] It should be noted that the track-side voltage collected by the traction inverter here is equivalent to the collected voltage in the previous embodiment of this application.

[0167] S33, The vehicle controller sends a valid battery drive network signal to the BMS.

[0168] After receiving a valid battery drive network signal, S34 and BMS control the battery-related discharge contactors to engage.

[0169] S35. After the battery-related discharge contactor is successfully engaged, the BMS sends a battery discharge permission signal.

[0170] After receiving the battery drive network signal sent by the BMS, the S36, traction inverter and other high-voltage electrical appliances will each power on at high voltage. After successful power-on, they will report their status and work normally.

[0171] In one embodiment, such as Figure 8A train leakage current recovery device is provided, comprising: a detection unit 801, a processing unit 802, and a control unit 803. Wherein:

[0172] The detection unit 801 performs leakage detection on the train and identifies the leakage point.

[0173] If the leakage node is a track-side node, the processing unit 802 will disconnect the track-side node and control the battery module to enter the power supply state.

[0174] If the leakage node is a train-side node, the control unit 803 detects the collected voltage of the train and controls the battery module to enter the power supply state when the collected voltage is less than a preset threshold; the collected voltage is the track-side voltage collected by the train's traction inverter.

[0175] In one embodiment, the detection unit 801 is configured to instruct the battery manager to perform leakage detection; receive an alarm signal sent by the battery manager; the alarm signal is used to indicate the leakage node detected by the battery manager; and determine the leakage node based on the alarm signal.

[0176] In one embodiment, the control unit 803 is configured to generate a network signal for the battery module, send the network signal to the vehicle controller, and instruct the vehicle controller to drive the battery module through the battery manager and the traction inverter.

[0177] In one embodiment, the control unit 803 is configured to generate a network signal for the battery module, send the network signal to the battery manager and the traction inverter, and instruct the battery manager and the traction inverter to drive the battery module.

[0178] In one embodiment, the control unit 803 is used to acquire the sampling voltage of N traction inverters; the ratio of N to the total number of traction inverters in the train is a preset ratio.

[0179] If the collected voltages of all N traction inverters are less than the preset threshold, the battery module will be controlled to enter the power supply state.

[0180] In one embodiment, the battery module is controlled to enter a power supply state when the hard-wired signal indicates that the battery module is in a driving state.

[0181] Specific limitations regarding the train leakage current restoration device can be found in the limitations of the train leakage current restoration method described above, and will not be repeated here. Each module of the aforementioned train leakage current restoration device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0182] In one embodiment, a train leakage current recovery system is provided, including a signal module, a vehicle controller, a battery module, and a battery manager. The specific uses of the above devices are as follows:

[0183] The battery manager is used to detect leakage current in the train and identify the leakage point.

[0184] The signal module or vehicle controller is also used to: if the leakage node is a track-side node, disconnect the track-side node and control the battery module to enter the power supply state; if the leakage node is a train-side node, detect the train's collected voltage and control the battery module to enter the power supply state when the collected voltage is less than a preset threshold; the collected voltage is the track-side voltage collected by the train's traction inverter.

[0185] In one embodiment, a computer device is provided. Figure 9 A structural block diagram of the computer device provided in the embodiments of this application, with reference to Figure 9 The computing device includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0186] Conduct leakage detection on the train to identify the leakage point;

[0187] If the leakage node is a track-side node, then the track-side node is disconnected and the battery module is controlled to enter the power supply state.

[0188] If the leakage node is a train-side node, the collected voltage of the train is detected, and the battery module is controlled to enter the power supply state when the collected voltage is less than a preset threshold; the collected voltage is the track-side voltage collected by the train's traction inverter.

[0189] In one embodiment, the processor, when executing a computer program, also performs the following steps:

[0190] Instruct the battery manager to perform leakage detection;

[0191] Receive alarm signals sent by the battery manager; the alarm signals are used to indicate leakage points detected by the battery manager;

[0192] Identify the leakage point based on the alarm signal.

[0193] In one embodiment, the processor, when executing a computer program, also performs the following steps:

[0194] The network signal of the battery module is generated and sent to the vehicle controller, which instructs the vehicle controller to drive the battery module through the battery manager and traction inverter.

[0195] In one embodiment, the processor, when executing a computer program, also performs the following steps:

[0196] Generate network signals for the battery module, send the network signals to the battery manager and traction inverter, and instruct the battery manager and traction inverter to drive the battery module.

[0197] In one embodiment, the processor, when executing a computer program, also performs the following steps:

[0198] Obtain the sampling voltage of N traction inverters; the ratio of N to the total number of traction inverters in the train is a preset ratio.

[0199] If the collected voltages of all N traction inverters are less than the preset threshold, the battery module will be controlled to enter the power supply state.

[0200] In one embodiment, the processor, when executing a computer program, also performs the following steps:

[0201] When the hard-wired signal indicates that the battery module is in a driving state, the battery module is controlled to enter the power supply state.

[0202] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, or optical storage, etc. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.

[0203] This application provides a computer program product including instructions that, when executed, cause the method described in this application to be performed. For example, it can execute... Figure 3 The steps of the image recognition method shown are as follows.

[0204] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0205] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for restoring electrical leakage in trains, characterized in that, The method includes: Conduct leakage detection on the train to identify the leakage point; If the leakage node is a track-side node, then the track-side node is disconnected, and the battery module is controlled to enter the power supply state. If the leakage node is a train-side node, the collected voltage of the train is detected, and the battery module is controlled to enter the power supply state when the collected voltage is less than a preset threshold; the collected voltage is the track-side voltage collected by the traction inverter of the train; the train-side node is the load side of each carriage from the train distribution box to the power transmission line.

2. The method according to claim 1, characterized in that, The process of performing leakage current detection and identifying leakage points includes: Instruct the battery manager to perform leakage detection; Receive an alarm signal sent by the battery manager; the alarm signal is used to indicate the leakage node detected by the battery manager; The leakage node is determined based on the alarm signal.

3. The method according to claim 1, characterized in that, The control of the battery module to enter the power supply state includes: The network signal of the battery module is generated and sent to the vehicle controller, instructing the vehicle controller to drive the battery module through the battery manager and traction inverter.

4. The method according to claim 1, characterized in that, The control of the battery module to enter the power supply state includes: The network signal of the battery module is generated and sent to the battery manager and traction inverter, instructing the battery manager and traction inverter to drive the battery module.

5. The method according to claim 1, characterized in that, The step of detecting the voltage collected by the train and controlling the battery module to enter the power supply state when the collected voltage is less than a preset threshold includes: Obtain the sampling voltage of N traction inverters; the ratio of N to the total number of traction inverters in the train is a preset ratio; If the collected voltages of the N traction inverters are all less than the preset threshold, then the battery module is controlled to enter the power supply state.

6. The method according to claim 1, characterized in that, The method further includes: When the hard-wired signal indicates that the battery module is in a driving state, the battery module is controlled to enter the power supply state.

7. A train leakage current restoration device, characterized in that, The device includes: The detection unit performs leakage detection on the train to identify the leakage point. The processing unit, if the leakage node is a track-side node, will disconnect the track-side node and control the battery module to enter the power supply state. The control unit detects the collected voltage of the train if the leakage node is a train-side node, and controls the battery module to enter the power supply state when the collected voltage is less than a preset threshold; the collected voltage is the track-side voltage collected by the traction inverter of the train; the train-side node is the load side of each carriage from the train distribution box to the power transmission line.

8. A train leakage current recovery system, comprising a signal module, a vehicle controller, a battery module, and a battery manager, characterized in that, The battery manager is used to detect leakage current in the train and identify leakage points. The signal module or the vehicle controller is further configured to: if the leakage node is a track-side node, disconnect the track-side node and control the battery module to enter the power supply state; if the leakage node is a train-side node, detect the collected voltage of the train and control the battery module to enter the power supply state when the collected voltage is less than a preset threshold. The collected voltage is the track-side voltage collected by the traction inverter of the train; the train-side node is the load side of each carriage where electrical energy is transmitted from the train distribution box to each carriage via transmission lines.

9. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the train leakage current recovery method as described in any one of claims 1-6.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the train leakage current recovery method as described in any one of claims 1-6.

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