A device and method for locating insulation damage of rail transit running rails

Abstract

The present invention relates to a device and method for locating insulation damage of a rail transit running rail, the device comprises a first detection device and a second detection device spaced at a preset distance, there is a roughly located insulation damage point between the first detection device and the second detection device, the insulation damage point is located on a first running rail or a second running rail of the rail transit, the method comprises a method for locating insulation damage of a running rail when neither the rails corresponding to the first detection device and the second detection device have rail welds, and a method for locating insulation damage of a running rail when the rails corresponding to the first detection device or the second detection device have rail welds. The device of the present invention is simple and easy to use, and can accurately locate the insulation damage point of the running rail.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit fault detection, and in particular to a device and method for locating insulation damage of a rail transit running rail. Background Art

[0002] With the rapid development of urban rail transit across the country, coupled with the huge demand for maintenance of existing lines, the problem of stray current leakage caused by insulation damage of running rails needs to be solved urgently. At present, insulation damage has been found to cause stray current leakage in many urban rail lines, and the corrosion problems caused by it have occurred many times, and the damage has caused a lot of losses. How to specifically locate the source of stray current leakage caused by insulation damage of running rails and maintain it in time has become the key to preventing stray current leakage and reducing the corrosion caused by it.

[0003] The existing method for locating insulation damage of rail transit running rails has the problems of imperfect detection and inaccurate positioning results. Summary of the invention

[0004] To this end, the technical problem to be solved by the present invention is to overcome the problems of imperfect detection and inaccurate positioning results in the existing method for locating insulation damage of rail transit running rails.

[0005] In order to solve the above technical problems, the present invention provides a rail transit running rail insulation damage positioning device, comprising:

[0006] A first detection device and a second detection device are separated by a preset distance, a roughly located insulation damage point is located between the first detection device and the second detection device, and the insulation damage point is located on a first running rail or a second running rail of the rail transit;

[0007] The first detection device comprises a first insulating plate and a second insulating plate arranged between the first running rail and the second running rail, the first insulating plate and the second insulating plate are respectively in contact with the first running rail and a first metal conductor and a second metal conductor are arranged at the contacting position; the first insulating plate and the second insulating plate are respectively in contact with the second running rail and a fifth metal conductor and a sixth metal conductor are arranged at the contacting position; a first direct current source is arranged on the first insulating plate, a first infrared thermal imager is arranged on the second insulating plate, and a first voltage sensor and a second voltage sensor are arranged at both ends of the first infrared thermal imager;

[0008] The second detection device includes a third insulating plate and a fourth insulating plate arranged between the first running rail and the second running rail, the third insulating plate and the fourth insulating plate are respectively in contact with the first running rail and a third metal conductor and a fourth metal conductor are arranged at the contact point; the third insulating plate and the fourth insulating plate are respectively in contact with the second running rail and a seventh metal conductor and an eighth metal conductor are arranged at the contact point; a second direct current source is arranged on the fourth insulating plate, a second infrared thermal imager is arranged on the third insulating plate, and a third voltage sensor and a fourth voltage sensor are arranged at both ends of the second infrared thermal imager.

[0009] In one embodiment of the present invention, the negative pole of the first DC current source is connected to the ground grid, and the positive pole is connected to the running rail with an insulation damage point, or the negative pole of the second DC current source is connected to the ground grid, and the positive pole is connected to the running rail with an insulation damage point.

[0010] In one embodiment of the present invention, the distance between the first insulating plate and the second insulating plate is equal to the distance between the third insulating plate and the fourth insulating plate.

[0011] In order to solve the above technical problems, the present invention provides a method for locating rail insulation damage of rail transit running rails by adopting the above-mentioned rail transit running rail insulation damage locating device, including a method for locating rail insulation damage when there are no rail welds on the rails corresponding to the first detection device and the second detection device, and a method for locating rail insulation damage when there are rail welds on the rails corresponding to the first detection device or the second detection device.

[0012] In one embodiment of the present invention, the method for locating insulation damage of a running rail when the rails corresponding to the first detection device and the second detection device do not have rail welds comprises:

[0013] The negative pole of the first DC current source is connected to the ground grid, and the positive pole is connected to the running rail with the insulation damage point. The first DC current source is used to generate a current I p , and the current direction is that the first direct current source points to the first infrared thermal imager, and the current I p The current flowing through the second detection device is recorded as I q ;

[0014] When the insulation damage point is located on the first running rail, the voltage difference between the first metal conductor and the second metal conductor is measured by the first voltage sensor, and the voltage difference between the third metal conductor and the fourth metal conductor is measured by the third voltage sensor; when the insulation damage point is located on the second running rail, the voltage difference between the fifth metal conductor and the sixth metal conductor is measured by the second voltage sensor, and the voltage difference between the seventh metal conductor and the eighth metal conductor is measured by the fourth voltage sensor;

[0015] The voltage drop V corresponding to the rail of the first detection device and the second detection device is obtained according to the measured voltage difference. p 、V q ; The voltage drop V corresponding to the rail by the first detection device and the second detection device p 、V q Determine whether there is insulation damage on the running rail. If there is insulation damage, locate the position of the insulation damage by using the first infrared thermal imager of the first detection device and / or the second infrared thermal imager of the second detection device.

[0016] In one embodiment of the present invention, the voltage drop V corresponding to the rail is measured by the first detection device and the second detection device. p 、V q Determine whether the insulation of the running rail is damaged by:

[0017] If there is no rail weld on the rails corresponding to the first detection device and the second detection device, the rail resistance R corresponding to the first detection device p The rail resistance R corresponding to the second detection device q equal;

[0018] When the first detection device and the second detection device correspond to the rail pressure drop V p 、V q When equal, due to V p =I p R p , V q =I q R q , where R p Indicates the rail resistance corresponding to the first detection device, R q represents the rail resistance corresponding to the second detection device, then I p =I q , indicating that there is no current leakage in the rails corresponding to the first detection device and the second detection device, and therefore no insulation damage;

[0019] When the first detection device and the second detection device correspond to the rail pressure drop V p 、V q When they are not equal, due to V p =I p R p , V q =I q R q , then I p ≠I q , indicating that there is current leakage in the rails corresponding to the first detection device and the second detection device, and therefore there is insulation damage.

[0020] In one embodiment of the present invention, if insulation damage exists, the location of the insulation damage is located by using a first infrared thermal imager of the first detection device and / or a second infrared thermal imager of the second detection device, and the method includes:

[0021] If there is insulation damage, the current at both ends of the insulation damage is different. q =I p -ΔI, ΔI is the current leakage, then I p >I q , assuming that the heat generated at both ends of the insulation damage is Q p , Q q And Q p >Q q ,in, t represents time. The first infrared thermal imager and / or the second infrared thermal imager is used to observe the rail image between the first detection device and the second detection device, and the position where the maximum temperature occurs in the image is taken as the position of insulation damage to complete the positioning.

[0022] In one embodiment of the present invention, a method for locating insulation damage of a running rail when a rail weld exists on the rail corresponding to the first detection device or the second detection device comprises:

[0023] If there is a rail weld on the rail corresponding to the first detection device or the second detection device, the rail resistance R corresponding to the first detection device p The rail resistance R corresponding to the second detection device q If the rail resistance R corresponding to the first detection device is not equal, p If there is a weld, then R p >R q ;

[0024] Due to R p >R q , according to the formula V p =I p R p , V q =I q R q Get V p >V q , where I p I is the current generated by the first direct current source, and the current direction is from the first direct current source to the first infrared thermal imager; q is the current I p The current flowing through the second detection device; to determine V p >V q Whether it is caused by current leakage or increased resistance of rail joints, the negative electrode of the first DC current source is connected to the ground grid, and the positive electrode is connected to the running rail with insulation damage points;

[0025] When the insulation damage point is located on the first running rail, the voltage difference between the first metal conductor and the second metal conductor is measured by the first voltage sensor, and the voltage difference between the third metal conductor and the fourth metal conductor is measured by the third voltage sensor; when the insulation damage point is located on the second running rail, the voltage difference between the fifth metal conductor and the sixth metal conductor is measured by the second voltage sensor, and the voltage difference between the seventh metal conductor and the eighth metal conductor is measured by the fourth voltage sensor, and the voltage drop V of the corresponding rails of the first detection device and the second detection device is obtained according to the measured voltage difference. p 、V q ;

[0026] Disconnect the first DC current source, connect the negative pole of the second DC current source to the ground grid, and connect the positive pole to the running rail with the insulation damage point. At this time, the current direction is that the second DC current source points to the second infrared thermal imager, and the voltage drop V of the corresponding rails of the first detection device and the second detection device is detected again. p '、V q ';

[0027] According to the first measured voltage drop V p 、V q and the second measured voltage drop V p '、V q 'Determine whether there is insulation damage on the running rail. If there is insulation damage, locate the position of the insulation damage by using the first infrared thermal imager of the first detection device and / or the second infrared thermal imager of the second detection device.

[0028] In one embodiment of the present invention, the voltage drop V measured for the first time p 、V q and the second measured voltage drop V p '、V q 'To determine whether the insulation of the running rail is damaged, the methods include:

[0029] If V p '=V p 、V q '=V q , it indicates that the steel rails corresponding to the first detection device and the second detection device have no current leakage and no insulation damage; otherwise, it indicates that the steel rails corresponding to the first detection device and the second detection device have current leakage and insulation damage.

[0030] In one embodiment of the present invention, the magnitude of the current generated by the second DC current source is consistent with the magnitude of the current generated by the first DC current source.

[0031] The above technical solution of the present invention has the following advantages compared with the prior art:

[0032] The present invention can not only detect and locate whether there is insulation damage on the running rail when there is no rail weld, but also detect and locate whether there is insulation damage on the running rail when there is a rail weld. The present invention is efficient and reliable, and can still specifically locate the location of insulation damage on the running rail under different changes in situations.

[0033] The present invention combines the use of a voltage sensor, a large-current DC current source and an infrared thermal imager to monitor the stray current leakage on the running rail and locate the source of the leakage, namely, the location of the insulation damage. The method is efficient and reliable, and provides technical support for timely replacement and maintenance of the insulation damage location in the later stage, reducing the corrosion risks and hazards caused by the stray current, greatly reducing the manpower and material costs, and ensuring the safe operation of urban rail transit. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to make the contents of the present invention more clearly understood, the present invention is further described in detail below based on specific embodiments of the present invention in conjunction with the accompanying drawings.

[0035] Figure 1 Schematic diagram of a method for locating insulation damage points when there is no rail joint in an embodiment of the present invention;

[0036] Figure 2 It is a schematic diagram of a method for locating insulation damage points when there is a rail joint in an embodiment of the present invention.

[0037] Explanation of the reference numerals in the specification: 1. first running rail; 2. second running rail; 3. first insulating plate; 4. second insulating plate; 5. third insulating plate; 6. fourth insulating plate; 7. first metal conductor; 8. second metal conductor; 9. third metal conductor; 10. fourth metal conductor; 11. fifth metal conductor; 12. sixth metal conductor; 13. seventh metal conductor; 14. eighth metal conductor; 15. first DC current source; 16. second DC current source; 17. first voltage sensor; 18. third voltage sensor; 19. second voltage sensor; 20. fourth voltage sensor; 21. first infrared thermal imager; 22. second infrared thermal imager; 23. ground grid. DETAILED DESCRIPTION

[0038] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments so that those skilled in the art can better understand the present invention and implement it, but the embodiments are not intended to limit the present invention.

[0039] Embodiment 1

[0040] See also Figure 1 The present invention relates to a rail transit running rail insulation damage positioning device, comprising:

[0041] A first detection device and a second detection device are separated by a preset distance (1m in this embodiment), and there is a roughly located insulation damage point between the first detection device and the second detection device, and the insulation damage point is located on the first running rail 1 or the second running rail 2 of the rail transit; it should be noted that the insulation damage point is usually located only when there is a high probability that the insulation damage point exists. In this embodiment, the first detection device and the second detection device are arranged on both sides of the insulation damage point for the convenience of setting the first detection device and the second detection device on both sides of the insulation damage point. First, the insulation damage point (possible insulation damage point) can be roughly located by infrared photography, and then the first detection device and the second detection device are set up based on the roughly located insulation damage point.

[0042] The first detection device comprises a first insulating plate 3 and a second insulating plate 4 arranged between the first running rail 1 and the second running rail 2, the first insulating plate 3 and the second insulating plate 4 are respectively in contact with the first running rail 1 and a first metal conductor 7 and a second metal conductor 8 are arranged at the contacting position; the first insulating plate 3 and the second insulating plate 4 are respectively in contact with the second running rail 2 and a fifth metal conductor 11 and a sixth metal conductor 12 are arranged at the contacting position; a first direct current source 15 is arranged on the first insulating plate 3, a first infrared thermal imager 21 is arranged on the second insulating plate 4, and a first voltage sensor 17 and a second voltage sensor 19 are arranged at both ends of the first infrared thermal imager 21 (the first voltage sensor 17 and the second voltage sensor 19 are both located on the second insulating plate 4);

[0043] The second detection device includes a third insulating plate 5 and a fourth insulating plate 6 arranged between the first running rail 1 and the second running rail 2, the third insulating plate 5 and the fourth insulating plate 6 are respectively in contact with the first running rail 1 and a third metal conductor 9 and a fourth metal conductor 10 are arranged at the contact point; the third insulating plate 5 and the fourth insulating plate 6 are respectively in contact with the second running rail 2 and a seventh metal conductor 13 and an eighth metal conductor 14 are arranged at the contact point; a second direct current source 16 is arranged on the fourth insulating plate 6, a second infrared thermal imager 22 is arranged on the third insulating plate 5, and a third voltage sensor 18 and a fourth voltage sensor 20 are arranged at both ends of the second infrared thermal imager 22 (the third voltage sensor 18 and the fourth voltage sensor 20 are both located on the third insulating plate 5).

[0044] Furthermore, the negative pole of the first DC current source 15 is connected to the ground grid 23, and the positive pole is connected to the running rail with the insulation damage point, or the negative pole of the second DC current source 16 is connected to the ground grid 23, and the positive pole is connected to the running rail with the insulation damage point.

[0045] Furthermore, the distance between the first insulating plate 3 and the second insulating plate 4 (5 m in this embodiment) is equal to the distance between the third insulating plate 5 and the fourth insulating plate 6 (5 m in this embodiment).

[0046] Furthermore, the metal conductors (first metal conductor 7, second metal conductor 8, third metal conductor 9, fourth metal conductor 10, fifth metal conductor 11, sixth metal conductor 12, seventh metal conductor 13, eighth metal conductor 14) arranged at the contact point between the four insulating plates (first insulating plate 3, second insulating plate 4, third insulating plate 5, fourth insulating plate 6) and the rail facilitate the voltage sensor (first voltage sensor 17, third voltage sensor 18, second voltage sensor 19, fourth voltage sensor 20) to measure the voltage drop generated on a section of rail.

[0047] Furthermore, a high-power DC current source (a first DC current source 15 and a second DC current source 16) disposed between two insulating plates (a first insulating plate 3 and a fourth insulating plate 6) is used to generate current on the rails, thereby generating a voltage drop on the rails.

[0048] Furthermore, the infrared thermal imagers (first infrared thermal imager 21 and second infrared thermal imager 22) arranged between the two insulating plates (second insulating plate 4 and third insulating plate 5) are used to observe the temperature changes on the rails caused by the heat generated by the electric current.

[0049] Embodiment 2

[0050] The present invention relates to a method for locating insulation damage of a rail transit running rail, and the method is generally described as follows:

[0051] A DC current source is used to generate current on the running rail. Two insulating plates form a detection device. The voltage drop on the rail is measured by a voltage sensor. Then the voltage drops on the two sections of rail are compared. If insulation damage and stray current leakage occur between the two sections of rail, the voltage drops of the two sections of rail will not be equal. An infrared thermal imager is then used to observe the section of the rail with damaged insulation. The location where the temperature changes is the location of the insulation damage.

[0052] The above method is an effective solution for locating insulation damage in most cases, but the rail joint will increase resistance due to welding problems. Even if there is no insulation damage, the above result may occur. Therefore, it is necessary to supplement the solution. This embodiment uses a DC current source on another set of detection devices to generate a reverse current. If the voltage drop results on the two sections of rails are still consistent with the above results, it proves that the difference in voltage drop is caused by the increase in resistance at the joint, not by stray current leakage. However, if the voltage drop results of the two sections of rails are different from the above results, it proves that there is indeed stray current leakage between the two sections of rails, that is, insulation damage occurs, and then an infrared thermal imager is used to specifically locate the insulation damage position.

[0053] After positioning is completed, the damaged insulation should be replaced and maintained in time to reduce the hazards of stray current leakage.

[0054] The method of this embodiment is described in detail below:

[0055] In this embodiment, the contact point between the insulating plate and the running rail is a conductive metal conductor, that is, the voltage sensor can measure the voltage drop on a section of rail. This scheme is mainly explained for one side of the running rail (taking the first running rail 1 as an example), and the other side of the running rail (the second running rail 2) is similar. Since the rails experience train operation every day, there is no need to grind the rails during positioning, saving manpower, material resources and positioning time.

[0056] Case 1: There is no rail joint where the positioning device is placed

[0057] like Figure 1 As shown, taking the first running rail 1 as an example, the insulation damage point is located on the first running rail 1. First, the negative pole of the first DC current source 15 is connected to the ground grid, and the positive pole is connected to the first running rail 1. At this time, the current direction is that the first DC current source 15 points to the first infrared thermal imager 21, as shown in FIG. Figure 1 Middle I p ,I q As shown, two 5m long rails are taken at a distance of 1m from each other in the section, and their resistance values ​​are as follows: Figure 1 Medium R p , R q As shown, the first insulating plate 3 and the second insulating plate 4 are placed at both ends of the first section 5m of the rail, and the third insulating plate 5 and the fourth insulating plate 6 are placed at both ends of the first section 5m of the rail, as shown in FIG. Figure 1 As shown, the voltage difference between the first metal conductor 7 and the second metal conductor 8 can be measured by the first voltage sensor 17, and the voltage difference between the third metal conductor 9 and the fourth metal conductor 10 can be measured by the third voltage sensor 18, so that the voltage drop V of the two sections of rails can be obtained. p 、V q The voltage drop between two rail sections has the following relationship with the current flowing through and the rail's own resistance:

[0058] V p =I p R p

[0059] V q =I q R q (1)

[0060] If there is no rail joint at the location of the running rail where the first detection device and the second detection device are placed, then the two sections of rail have the same length, cross-section, and material, and the resistance of the two sections is approximately equal, that is, R p =R q If there is no insulation damage between the two rail sections, there is no stray current leakage, so I p =Iq , it can be seen from formula (1) that the pressure drop of these two sections of rail can be considered constant, that is, V p =V q However, if the insulation between the two rails is damaged, there will be stray current leakage. If the leakage is ΔI, then I q =I p -ΔI, it can be seen from formula (1) that the pressure drop of the two rail sections is not equal, that is, V p ≠V q Therefore, by comparing and analyzing the voltage drop on the two sections of rails, we can determine whether there is insulation damage in the 1m interval between the two sections of rails.

[0061] After determining the section where the insulation damage occurs, the next step is to locate the point where the insulation damage occurs. Since stray current leakage occurs, the currents on both sides of the leakage point are different, and the heat generated is Q p , Q q :

[0062]

[0063]

[0064] Because I q =I p -ΔI, so I p >I q According to formula (2), the heat Q generated at both ends of the insulation damage within the same time t is p >Q q , then the current flowing through is I p The rail temperature will be greater than the current I q The temperature of the rails can be measured by using this feature, and the function of the infrared thermal imager to distinguish different temperatures can be combined to display the rail temperature information at intervals of 1m on the first infrared thermal imager 21 and / or the second infrared thermal imager 22. The first infrared thermal imager 21 and / or the second infrared thermal imager 22 are observed, and the position where the temperature changes greatly in the picture is the position where the stray current leakage occurs in this interval, so that the position of the insulation damage can be specifically located. It should be noted that when locating the insulation damage point in this embodiment, the first infrared thermal imager 21 and / or the second infrared thermal imager 22 can be used. If the two infrared thermal imagers are used together, the positioning accuracy can be increased.

[0065] Case 2: There is a rail joint where the positioning device is placed

[0066] like Figure 2As shown, taking the first running rail 1 as an example, the insulation damage point is located on the first running rail 1. In this embodiment, it is assumed that there is a weld on the rail corresponding to the first detection device. Since the rail joint will increase the resistance due to welding and other problems, that is, R p >R q If there is no insulation damage, there is no stray current leakage, I p Still equal to I q According to formula (1), we can find that V p >V q To further determine V p >V q Is it caused by stray current leakage or increased rail joint resistance? The solution is to first perform the same operation as in case 1, connect the negative pole of the first DC current source 15 to the ground grid 23, and the positive pole to the first running rail 1. At this time, the current direction is from the first DC current source 15 to the first infrared thermal imager 21. Figure 2 Middle I p ,I q As shown, two 5m long rails are taken at a distance of 1m from each other in the section (corresponding to the rail where the first detection device is located and the rail where the second detection device is located respectively), and their resistance values ​​are as follows Figure 2 Medium R p , R q As shown, the first insulating plate 3 and the second insulating plate 4 are placed at both ends of the first section 5m of the rail, and the third insulating plate 5 and the fourth insulating plate 6 are placed at both ends of the first section 5m of the rail, as shown in FIG. Figure 2 As shown, the voltage difference between the first metal conductor 7 and the second metal conductor 8 can be measured by the first voltage sensor 17, and the voltage difference between the third metal conductor 9 and the fourth metal conductor 10 can be measured by the third voltage sensor 18, so as to obtain the voltage drop V of the two sections of rails. p 、V q Then disconnect the first DC current source 15, connect the negative electrode of the second DC current source 16 to the ground grid 23, and connect the positive electrode to the first running track 1. The current size is set to be consistent with the first DC current source 15 in case 1. The second DC current source 16 is used to generate a current I q ', at this time, the current direction is that the second direct current source 16 points to the second infrared thermal imager 22, and the current I q The current flowing through the first detection device is recorded as I p ',like Figure 2 Middle I p '、I q 'As shown, observe and record the pressure drop V of these two rail sections again. p '、V q ', if there is no insulation damage, that is, no stray current leakage, I p '=I p=I q ' ＝ I q According to formula (1), V p ' is still greater than V q ', and V p '=V p , V q '=V q , then the pressure drop on the two sections of rail recorded in the two operation observations should be consistent.

[0067] However, if insulation is damaged, stray current will leak and I p '=I q '-ΔI, so I q '>I p ', according to formula (1), we know that V p 'With V q The specific result is determined by the output current of the second DC current source 16, the stray current leakage and the rail resistance R p , R q However, the result consistent with the case where the first DC current source 15 is connected and the second DC current source 16 is disconnected will hardly occur (i.e., V p '=V p , V q '=V q The first infrared thermal imager 21 and / or the second infrared thermal imager 22 are used to observe the rail image between the first detection device and the second detection device, and the position where the maximum temperature occurs in the image is taken as the position of the insulation damage to complete the positioning.

[0068] After determining that the different voltage drops between the two sections of rails were not only caused by the increase in resistance, but also because there was insulation damage in the section between the two sections of rails, the first method was adopted to use the working principle of using an infrared thermal imager to display different temperatures, so as to specifically locate the source of stray current leakage, that is, the location of insulation damage.

[0069] Obviously, the above embodiments are merely examples for clear explanation and are not intended to limit the implementation methods. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation methods here. The obvious changes or modifications derived from these are still within the protection scope of the invention.

Claims

1. A rail transit running rail insulation damage positioning device, characterized in that: include: A first detection device and a second detection device are separated by a preset distance, a roughly located insulation damage point is present between the first detection device and the second detection device, and the insulation damage point is located on a first running rail (1) or a second running rail (2) of rail transit; The first detection device comprises a first insulating plate (3) and a second insulating plate (4) arranged between the first running rail (1) and the second running rail (2); the first insulating plate (3) and the second insulating plate (4) are respectively in contact with the first running rail (1) and a first metal conductor (7) and a second metal conductor (8) are arranged at the contact point; the first insulating plate (3) and the second insulating plate (4) are respectively in contact with the second running rail (2) and a fifth metal conductor (11) and a sixth metal conductor (12) are arranged at the contact point; a first direct current source (15) is arranged on the first insulating plate (3), a first infrared thermal imager (21) is arranged on the second insulating plate (4), and a first voltage sensor (17) and a second voltage sensor (19) are arranged at both ends of the first infrared thermal imager (21); The second detection device comprises a third insulating plate (5) and a fourth insulating plate (6) arranged between the first running rail (1) and the second running rail (2); the third insulating plate (5) and the fourth insulating plate (6) are respectively in contact with the first running rail (1) and a third metal conductor (9) and a fourth metal conductor (10) are arranged at the contact point; the third insulating plate (5) and the fourth insulating plate (6) are respectively in contact with the second running rail (2) and a seventh metal conductor (13) and an eighth metal conductor (14) are arranged at the contact point; a second direct current source (16) is arranged on the fourth insulating plate (6); a second infrared thermal imager (22) is arranged on the third insulating plate (5); and a third voltage sensor (18) and a fourth voltage sensor (20) are arranged at both ends of the second infrared thermal imager (22); The negative pole of the first DC current source (15) is connected to the ground grid (23), and the positive pole is connected to the running rail with the insulation damage point, or the negative pole of the second DC current source (16) is connected to the ground grid (23), and the positive pole is connected to the running rail with the insulation damage point; The first DC current source (15) is used to generate current on the running rail. The two insulating plates form a detection device, and the voltage drop V on the rail is measured by a voltage sensor. p 、V q ; Then use the second DC current source (16) on another set of detection devices to generate a reverse current to measure the voltage drop V on the two sections of the rails p '、V q '; According to the first measured voltage drop V p 、V q and the second measured voltage drop V p '、V q 'Determine whether the running rail has insulation damage. If insulation damage is present, locate the position of the insulation damage by using the first infrared thermal imager (21) of the first detection device and / or the second infrared thermal imager (22) of the second detection device.

2. The rail transit running rail insulation damage positioning device according to claim 1, characterized in that: The distance between the first insulating plate (3) and the second insulating plate (4) is equal to the distance between the third insulating plate (5) and the fourth insulating plate (6).

3. A method for locating insulation damage of a rail transit running rail using the rail transit running rail insulation damage locating device as claimed in any one of claims 1 to 2, characterized in that: The invention comprises a method for locating insulation damage of a running rail when the rails corresponding to the first detection device and the second detection device have no rail welds, and a method for locating insulation damage of a running rail when the rails corresponding to the first detection device or the second detection device have rail welds.

4. The method for locating insulation damage of rail transit running rails according to claim 3, characterized in that: The method for locating insulation damage of a running rail when the rails corresponding to the first detection device and the second detection device do not have rail welds comprises: The negative electrode of the first direct current source (15) is connected to the ground grid, and the positive electrode is connected to the running rail with the insulation damage point. The first direct current source (15) is used to generate a current I p , and the current direction is that the first direct current source (15) points to the first infrared thermal imager (21), and the current I p The current flowing through the second detection device is recorded as I q ; When the insulation damage point is located on the first running track (1), the voltage difference between the first metal conductor (7) and the second metal conductor (8) is measured using the first voltage sensor (17), and the voltage difference between the third metal conductor (9) and the fourth metal conductor (10) is measured using the third voltage sensor (18); when the insulation damage point is located on the second running track (2), the voltage difference between the fifth metal conductor (11) and the sixth metal conductor (12) is measured using the second voltage sensor (19), and the voltage difference between the seventh metal conductor (13) and the eighth metal conductor (14) is measured using the fourth voltage sensor (20); The voltage drop V corresponding to the rail of the first detection device and the second detection device is obtained according to the measured voltage difference. p 、V q ; The voltage drop V corresponding to the rail by the first detection device and the second detection device p 、V q It is determined whether the running rail has insulation damage, and if so, the position of the insulation damage is located by using the first infrared thermal imager (21) of the first detection device and / or the second infrared thermal imager (22) of the second detection device.

5. The method for locating insulation damage of rail transit running rails according to claim 4, characterized in that: The voltage drop V corresponding to the rail is measured by the first detection device and the second detection device. p 、V q Determine whether the insulation of the running rail is damaged by: If there is no rail weld on the rails corresponding to the first detection device and the second detection device, the rail resistance corresponding to the first detection device The rail resistance corresponding to the second detection device equal; When the first detection device and the second detection device correspond to the rail pressure drop V p 、V q When equal, due to , ,in, represents the rail resistance corresponding to the first detection device, represents the rail resistance corresponding to the second detection device, then I p =I q , indicating that there is no current leakage in the rails corresponding to the first detection device and the second detection device, and therefore no insulation damage; When the first detection device and the second detection device correspond to the rail pressure drop V p 、V q When they are not equal, , , then I p ≠I q , indicating that there is current leakage in the rails corresponding to the first detection device and the second detection device, and therefore there is insulation damage.

6. The method for locating insulation damage of rail transit running rails according to claim 4, characterized in that: If insulation damage exists, locating the position of the insulation damage by using the first infrared thermal imager (21) of the first detection device and / or the second infrared thermal imager (22) of the second detection device, the method comprising: If there is insulation damage, the current at both ends of the insulation damage is different. q =I p -ΔI, ΔI is the current leakage, then I p >I q , assuming that the heat generated at both ends of the insulation damage is Q p , Q q And Q p >Q q ,in, , , Indicates time, observes the image of the rail between the first detection device and the second detection device through the first infrared thermal imager (21) and / or the second infrared thermal imager (22), and takes the position where the maximum temperature occurs in the image as the position of insulation damage to complete positioning.

7. The method for locating insulation damage of rail transit running rails according to claim 3, characterized in that: The method for locating insulation damage of a running rail when a rail weld exists on the rail corresponding to the first detection device or the second detection device comprises: If there is a rail weld on the rail corresponding to the first detection device or the second detection device, the rail resistance corresponding to the first detection device The rail resistance corresponding to the second detection device If the rail resistance corresponding to the first detection device is If there is a weld, then R p >R q ; Due to R p >R q , according to the formula , Get V p >V q , where I p is the current generated by the first direct current source (15), and the direction of the current is from the first direct current source (15) to the first infrared thermal imager (21); I q is the current I p The current flowing through the second detection device; to determine V p >V q Whether it is caused by current leakage or increased resistance of the rail joint, the negative electrode of the first DC current source (15) is connected to the ground grid (23), and the positive electrode is connected to the running rail with the insulation damage point; When the insulation damage point is located on the first running rail (1), the voltage difference between the first metal conductor (7) and the second metal conductor (8) is measured using the first voltage sensor (17), and the voltage difference between the third metal conductor (9) and the fourth metal conductor (10) is measured using the third voltage sensor (18); when the insulation damage point is located on the second running rail (2), the voltage difference between the fifth metal conductor (11) and the sixth metal conductor (12) is measured using the second voltage sensor (19), and the voltage difference between the seventh metal conductor (13) and the eighth metal conductor (14) is measured using the fourth voltage sensor (20), and the voltage drop V of the corresponding rails of the first detection device and the second detection device is obtained based on the measured voltage differences. p 、V q ; The first direct current source (15) is disconnected, the negative electrode of the second direct current source (16) is connected to the ground grid (23), and the positive electrode is connected to the running rail with the insulation damage point. At this time, the current direction is that the second direct current source (16) points to the second infrared thermal imager (22), and the voltage drop V of the corresponding rails of the first detection device and the second detection device is detected again. p ' 、V q '; According to the first measured voltage drop V p 、V q and the second measured voltage drop V p ' 、V q 'Determine whether the running rail has insulation damage. If insulation damage is present, locate the position of the insulation damage by using the first infrared thermal imager (21) of the first detection device and / or the second infrared thermal imager (22) of the second detection device.

8. The method for locating insulation damage of rail transit running rails according to claim 7, characterized in that: The voltage drop V measured for the first time p 、V q and the second measured voltage drop V p ' 、V q 'To determine whether the insulation of the running rail is damaged, the methods include: If V p =V p 、V q =V q , it indicates that the steel rails corresponding to the first detection device and the second detection device have no current leakage and no insulation damage; otherwise, it indicates that the steel rails corresponding to the first detection device and the second detection device have current leakage and insulation damage.

9. The method for locating insulation damage of rail transit running rails according to claim 7, characterized in that: The magnitude of the current generated by the second direct current source (16) is consistent with the magnitude of the current generated by the first direct current source (15).

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