A suspended monorail vehicle live detection device

Abstract

This invention provides a live-line detection device for a suspended monorail vehicle, comprising a main circuit and a control circuit. In the main circuit, the negative terminal of the contact rail is connected to the vehicle body in sequence via the normally open contact of an auxiliary relay GRR, a current-limiting resistor R1, and a parallel resistor R2. The parallel resistor R2 is connected in parallel with the detection element of the detection relay GR. In the control circuit, the positive terminal of the vehicle control power supply is connected to the coil of the auxiliary relay GRR via the normally open contact of the detection relay GR. The positive terminal of the vehicle control power supply is also connected to the coil of the detection relay GR via the normally closed contact of a reset switch S1 located on the driver's console. Furthermore, the positive terminal of the vehicle control power supply is connected to the traction inverter, the auxiliary inverter, and the network control system via the normally closed contact of the auxiliary relay GRR for status feedback. This device, through the use of a detection relay with a wide detection range and appropriately set current-limiting and parallel resistor values, allows the live-line detection circuit to be flexibly applied to systems with different power supply voltages.

Description

Technical Field

[0001] This invention belongs to the field of fully automated products and relates to a suspended monorail vehicle live-line detection device. Background Technology

[0002] Suspended monorails (also known as air rails, sky rails, or suspended monorails) offer advantages such as reliable operation, strong line adaptability, and low construction costs, making them a valuable supplement to modern urban rail transit. Compared to the running rail return method of ordinary urban rail transit, suspended monorails use a dedicated, separately installed rail return system. The positive and negative contact rails are mounted on supporting insulators on both sides of the track beam. Vehicles travel on the running rail beam using rubber tires. During operation, the contact rails, vehicle body, and ground remain insulated. After entering a station, the vehicle body is grounded through a grounding strip installed on the platform. If an insulation fault occurs in the vehicle body during operation, upon arrival at the station, the positive terminal of the contact rail or faulty equipment will be directly short-circuited to ground, causing the substation to trip and affecting line operation. To quickly clear the fault and minimize its impact, a live-line detection device must be installed on the vehicle.

[0003] The existing live detection device on suspended monorail vehicles is generally a separate grounding overvoltage relay. One end of the relay is connected to the negative terminal of the contact rail, and the other end is connected to the vehicle body. When the voltage of the vehicle body exceeds the set voltage value of the relay, the relay will activate and report a live fault in the vehicle body.

[0004] In addition to potential contact rail or high-voltage circuit equipment insulation faults, vehicles may also experience low-voltage circuit equipment insulation faults. Although the latter has a less significant impact than the former, it still poses a certain degree of danger. However, standalone grounding overvoltage relays are limited by the coil voltage of the relay itself and cannot achieve a large detection range. They are generally only used to detect high-voltage circuit insulation faults. Summary of the Invention

[0005] To solve the above problems, the technical solution adopted by the present invention is: a suspended monorail vehicle live detection device, including a main circuit and a control circuit; The main circuit includes the normally open contact of the auxiliary relay GRR, the current limiting resistor R1, the parallel resistor R2, and the detection element of the detection relay GR; The negative terminal of the contact rail is connected to the car body in sequence through the normally open contact of the auxiliary relay GRR, the current limiting resistor R1, and the parallel resistor R2; The parallel resistor R2 is connected in parallel with the detection element of the detection relay GR; The control circuit includes the coil of the detection relay GR, the normally open contact of the detection relay GR, the coil of the auxiliary relay GRR, and the normally closed contact of the auxiliary relay GRR. The positive terminal of the vehicle control power supply is connected to the coil of the auxiliary relay GRR through the normally open contact of the detection relay GR. The positive terminal of the vehicle control power supply is connected to the coil of the detection relay GR through the normally closed contact of the reset switch S1 located on the driver's console. The positive terminal of the vehicle control power supply is connected to the traction inverter, auxiliary inverter, and network control system via the normally closed contact of the auxiliary relay GRR for status feedback.

[0006] The voltage detection method using the aforementioned suspended monorail vehicle energized detection device includes the following steps: (1) During normal vehicle operation: After the control power is turned on, the coil of the detection relay GR is energized, the normally open contact of the detection relay GR closes, and then the coil of the auxiliary relay GRR is energized. When the normally open contact of the auxiliary relay GRR closes, the main circuit of the live detection device starts to work. The normally closed contact of the auxiliary relay GRR opens, feeding back a low-level signal to the traction inverter, auxiliary inverter, and network control system; (2) When an insulation fault occurs in the car body: a potential difference is generated between the car body and the negative terminal of the contact rail, the voltage of the parallel resistor R2 reaches the detection setting value, the detection element of the detection relay GR is activated, the normally open contact of the detection relay GR trips, and the coil of the auxiliary relay GRR is de-energized. When the normally open contact of the auxiliary relay GRR trips, the main circuit is disconnected to prevent the detection device from operating under high voltage for a long time. After disconnection, the voltage across the detection element of the detection relay GR is 0, which is lower than the set value, and the coil of the detection relay GR is still energized. However, due to the memory function of the detection relay GR, the normally open contact of the detection relay GR remains open, and the coil of the auxiliary relay GRR is always de-energized. When the normally closed contact of the auxiliary relay GRR closes, a high-level signal is fed back to the traction inverter, auxiliary inverter, and network control system, and the corresponding equipment stops to troubleshoot the fault. (3) After the vehicle body insulation fault is cleared: the driver presses the reset switch S1 set on the driver's console, the coil of the detection relay GR is de-energized and restarted, the live detection circuit is restored, and the vehicle body voltage detection continues.

[0007] The present invention provides a suspended monorail vehicle live-line detection device, which has the following advantages: by using a detection relay with a wide detection range and reasonable current-limiting resistor and parallel resistor value settings, the live-line detection circuit can be flexibly applied to systems with different power supply voltages, and can perform full-range detection of insulation faults in high-voltage and low-voltage circuits. Attached Figure Description

[0008] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0009] Figure 1 This is the electrical schematic diagram of a live-line detection device; Figure 2 This is a schematic diagram of the detection relay GR; Figure 3 This is a schematic diagram of the auxiliary relay GRR; Figure 4 This is an electrical schematic diagram of the live detection device in an embodiment. Detailed Implementation

[0010] It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and embodiments.

[0011] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0012] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0013] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0014] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0015] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0016] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0017] The main circuit includes the normally open contact of the auxiliary relay GRR, the current limiting resistor R1, the parallel resistor R2, and the detection element of the detection relay GR; The negative terminal of the contact rail is connected to the car body in sequence through the normally open contact of the auxiliary relay GRR, the current limiting resistor R1, and the parallel resistor R2; The parallel resistor R2 is connected in parallel with the detection element of the detection relay GR; The control circuit includes the coil of the detection relay GR, the normally open contact of the detection relay GR, the coil of the auxiliary relay GRR, and the normally closed contact of the auxiliary relay GRR. The positive terminal of the vehicle control power supply is connected to the coil of the auxiliary relay GRR through the normally open contact of the detection relay GR. The positive terminal of the vehicle control power supply is connected to the coil of the detection relay GR through the normally closed contact of the reset switch S1 located on the driver's console. The positive terminal of the vehicle control power supply is connected to the traction inverter, auxiliary inverter, and network control system via the normally closed contact of the auxiliary relay GRR for status feedback.

[0018] Figure 2 This is a schematic diagram of the detection relay GR; The detection relay GR includes a coil (connection points A1, A2), a detection element (connection points U1 / U2 / U3, GND), and two sets of auxiliary contacts, which are divided into normally open contacts and normally closed contacts. The detection element has infinite internal resistance and is connected across the terminals of the device being tested to detect its voltage. It has three range settings to accommodate different detection ranges.

[0019] When the coil is powered on, the auxiliary contact changes state; when the voltage across the sensing element exceeds the set value, the auxiliary contact changes state again, returning to its initial state. The detection relay has a memory function; when the voltage across the sensing element falls below the set value, the relay will not operate, and the auxiliary contact state will remain unchanged until the coil is powered off and restarted.

[0020] Figure 3 This is a schematic diagram of the auxiliary relay GRR. The auxiliary relay GRR includes a coil and four sets of auxiliary contacts, which are divided into normally open contacts and normally closed contacts. The auxiliary relay GRR can cut off the live detection circuit after the detection relay GR detects that the main circuit is energized, thus preventing the live detection device from working under high voltage for a long time before the live fault is cleared.

[0021] Current-limiting resistor R1 and parallel resistor R2: They serve to limit current and divide voltage, that is, 1) by setting a reasonable resistance ratio, the actual voltage detected by the detection relay is reduced, which further increases the detection range; 2) the current flowing through the live detection device when the vehicle body is energized.

[0022] The voltage detection method using the aforementioned suspended monorail vehicle energized detection device includes the following steps: After determining the vehicle body voltage detection range, select a reasonable current-limiting resistor R1 and parallel resistor R2. Determine the setting value of the detection element of the detection relay GR according to the lower limit of the vehicle control circuit voltage, and confirm its detection range level according to the upper limit of the vehicle main circuit voltage.

[0023] (1) During normal vehicle operation: After the control power is turned on, the coil of the detection relay GR is energized, the normally open contact of the detection relay GR closes, and then the coil of the auxiliary relay GRR is energized. When the normally open contact of the auxiliary relay GRR closes, the main circuit of the live detection device starts to work; The normally closed contact of the auxiliary relay GRR opens, feeding back a low-level signal to the traction inverter, auxiliary inverter, and network control system; (2) When an insulation fault occurs in the car body: a potential difference is generated between the car body and the negative terminal of the contact rail, the voltage of the parallel resistor R2 reaches the detection setting value, the detection element of the detection relay GR is activated, the normally open contact of the detection relay GR trips, and the coil of the auxiliary relay GRR is de-energized. When the normally open contact of the auxiliary relay GRR trips, the main circuit is disconnected to prevent the detection device from working under high voltage for a long time. After disconnection, the voltage across the detection element of the detection relay GR is 0, which is lower than the set value, and the coil of the detection relay GR is still energized. However, due to the memory function of the detection relay GR, the normally open contact of the detection relay GR remains open, and the coil of the auxiliary relay GRR is always de-energized. When the normally closed contact of the auxiliary relay GRR closes, a high-level signal is fed back to the traction inverter, auxiliary inverter, and network control system, and the corresponding equipment stops to troubleshoot the fault. (3) After the vehicle body insulation fault is cleared: the driver presses the reset switch S1 set on the driver's console, the coil of the detection relay GR is de-energized and restarted, the live detection circuit is restored, and the vehicle body voltage detection continues.

[0024] Specific Implementation Cases Taking a system with a main circuit power supply voltage of DC750V (voltage range DC500V~DC900V) and a control circuit power supply voltage of DC110V (voltage range DC77V~DC137.5V) as an example, the live-line detection range is set to DC77V~DC900V. The electrical schematic diagram of the live-line detection device is as follows. Figure 4 As shown: Select a current-limiting resistor R1 with a resistance of 500Ω and a parallel resistor R2 with a resistance of 50Ω. When the vehicle body is energized at 77V, the voltage across the detection element of the detection relay GR is 7V. When the vehicle body is energized at 900V, the voltage across the detection element of the detection relay GR is 82V. Select the detection element range U1 (detection voltage setting range DC0~30V, maximum detection voltage DC100V) and set the setting value to DC7V.

[0025] (1) During normal vehicle operation: After the DC110V control power supply is powered on, the coil of the detection relay GR is energized, the normally open contact of the detection relay GR closes, and then the coil of the auxiliary relay GRR is energized. When the normally open contact of the auxiliary relay GRR closes, the main circuit of the live detection device starts to work. The normally closed contact of the auxiliary relay GRR opens, feeding back a low-level signal to the traction inverter, auxiliary inverter, and network control system; (2) When an insulation fault occurs in the car body: a potential difference is generated between the car body and the negative terminal of the contact rail, the voltage of the parallel resistor R2 reaches the detection setting value, the detection element of the detection relay GR is activated, the normally open contact of the detection relay GR trips, and the coil of the auxiliary relay GRR is de-energized. When the normally open contact of the auxiliary relay GRR trips, the main circuit of the live detection device is disconnected, preventing the detection device from working under high voltage for a long time. After disconnection, although the voltage across the detection element of the detection relay GR is 0, which is lower than the set value, and the coil of the detection relay GR is still energized, the normally open contact of the detection relay GR remains open due to the memory function of the detection relay GR, and the coil of the auxiliary relay GRR is always de-energized. When the normally closed contact of the auxiliary relay GRR closes, a high-level signal is fed back to the traction inverter, auxiliary inverter, and network control system, causing the corresponding equipment to shut down for troubleshooting. (3) After the vehicle body insulation fault is cleared: the driver presses the reset switch S1 set on the driver's console, the coil of the detection relay GR is de-energized and restarted, the live detection circuit is restored, and the vehicle body voltage detection continues.

[0026] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A suspended monorail vehicle live-line detection device, characterized in that: Includes the main circuit and the control circuit; The main circuit includes the normally open contact of the auxiliary relay GRR, the current limiting resistor R1, the parallel resistor R2, and the detection element of the detection relay GR; The negative terminal of the contact rail is connected to the car body in sequence through the normally open contact of the auxiliary relay GRR, the current limiting resistor R1, and the parallel resistor R2. The parallel resistor R2 is connected in parallel with the detection element of the detection relay GR; The control circuit includes the coil of the detection relay GR, the normally open contact of the detection relay GR, the coil of the auxiliary relay GRR, and the normally closed contact of the auxiliary relay GRR. The positive terminal of the vehicle control power supply is connected to the coil of the auxiliary relay GRR through the normally open contact of the detection relay GR. The positive terminal of the vehicle control power supply is connected to the coil of the detection relay GR through the normally closed contact of the reset switch S1 located on the driver's console. The positive terminal of the vehicle control power supply is connected to the traction inverter, auxiliary inverter, and network control system via the normally closed contacts of the auxiliary relay GRR for status feedback; the specific process is as follows: The positive terminal of the vehicle control power supply is connected to one end of the coil of the auxiliary relay GRR through the normally open contact of the detection relay GR, and the other end of the coil of the auxiliary relay GRR is connected to the negative terminal of the vehicle control power supply. The positive terminal of the vehicle control power supply is connected to one end of the coil of the detection relay GR through the normally closed contact of the reset switch S1 located on the driver's console, and the other end of the coil of the detection relay GR is connected to the negative terminal of the vehicle control power supply. When the vehicle is running normally: After the control power is turned on, the coil of the detection relay GR is energized, the normally open contact of the detection relay GR closes, and then the coil of the auxiliary relay GRR is energized, the normally open contact of the auxiliary relay GRR closes, and the main circuit of the live detection device starts to work. The normally closed contact of the auxiliary relay GRR opens, feeding back a low-level signal to the traction inverter, auxiliary inverter, and network control system; When an insulation fault occurs in the car body: a potential difference is generated between the car body and the negative terminal of the contact rail. The voltage across the parallel resistor R2 reaches the detection setting value, the detection element of the detection relay GR activates, the normally open contact of the detection relay GR opens, and the coil of the auxiliary relay GRR is de-energized. When the normally open contact of the auxiliary relay GRR trips, the main circuit is disconnected to prevent the detection device from working under high voltage for a long time. After disconnection, the voltage across the detection element of the detection relay GR is 0, which is lower than the set value, and the coil of the detection relay GR is still energized. However, due to the memory function of the detection relay GR, the normally open contact of the detection relay GR remains open, and the coil of the auxiliary relay GRR is always de-energized. When the normally closed contact of the auxiliary relay GRR closes, a high-level signal is fed back to the traction inverter, auxiliary inverter, and network control system.

2. The voltage detection method using the live detection device for a suspended monorail vehicle as described in claim 1, characterized in that: The process includes the following: A1: During normal vehicle operation: After the control power is turned on, the coil of the detection relay GR is energized, the normally open contact of the detection relay GR closes, and subsequently the coil of the auxiliary relay GRR is energized. When the normally open contact of the auxiliary relay GRR closes, the main circuit of the live detection device starts to work. The normally closed contact of the auxiliary relay GRR opens, feeding back a low-level signal to the traction inverter, auxiliary inverter, and network control system; A2: When an insulation fault occurs in the car body: a potential difference is generated between the car body and the negative terminal of the contact rail. The voltage of the parallel resistor R2 reaches the detection setting value, the detection element of the detection relay GR is activated, the normally open contact of the detection relay GR trips, and the coil of the auxiliary relay GRR is de-energized. When the normally open contact of the auxiliary relay GRR trips, the main circuit is disconnected to prevent the detection device from operating under high voltage for a long time. After disconnection, the voltage across the detection element of the detection relay GR is 0, which is lower than the set value, and the coil of the detection relay GR is still energized. However, due to the memory function of the detection relay GR, the normally open contact of the detection relay GR remains open, and the coil of the auxiliary relay GRR is always de-energized. When the normally closed contact of the auxiliary relay GRR closes, a high-level signal is fed back to the traction inverter, auxiliary inverter, and network control system, and the corresponding equipment stops to troubleshoot the fault. A3: After the vehicle body insulation fault is cleared: The driver presses the reset switch S1 located on the driver's console, the coil of the detection relay GR is de-energized and restarted, the live detection circuit is restored, and the vehicle body voltage detection continues.

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