A multi-formation train insulation fault positioning system, method, train and device
The multi-train insulation fault location system, which uses a three-phase three-wire AC power supply and control unit to work in coordination, solves the problem of inaccurate location of insulation fault vehicles in the existing technology, and achieves rapid and accurate fault location, reducing manual operation and derivative faults.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- ZHUZHOU CSR TIMES ELECTRIC CO LTD
- Filing Date
- 2024-11-28
- Publication Date
- 2026-05-29
Smart Images
Figure CN122109650A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of rail transit, specifically relating to an insulation fault location system, method, train, and equipment for multi-train trains. Background Technology
[0002] Multi-car trains typically use a three-phase, three-wire AC 380V power supply for low-voltage AC power. Taking a typical 8-car train as an example, the low-voltage AC power supply is provided by auxiliary power sources located in cars 2, 4, 5, and 7, connected to the grid and running throughout the entire train. The sub-equipment in each car draws power from branch lines branching off from the main line. Specifically... Figure 1 As shown. During train operation, various factors can affect the insulation performance of equipment, such as lightning strikes, damaged cable insulation, falling metal objects from cables or components, and load equipment malfunctions, which can lead to grounding faults in the AC380V circuit. Generally, a single grounding fault does not affect system operation. However, if the fault point is not identified and repaired promptly, multiple insulation failures can cause leakage current to flow between the two points, interfering with the normal operation of onboard equipment and potentially leading to major safety accidents. Therefore, to ensure the safe and reliable operation of the system, the insulation status of the AC380V circuit must be monitored online, and an alarm signal must be issued immediately when a grounding fault occurs at any point.
[0003] Currently, high-speed trains have been equipped with AC380V AC insulation monitoring systems (hereinafter referred to as mainline AC insulation monitoring systems), which have system-level AC insulation monitoring functions, specifically as follows: Figure 2 As shown, this mainline AC insulation monitoring system can detect the voltage at point N using voltage sensors: when there are no insulation faults in the three phases U, V, and W, the potential at point N is 0V; when any one phase of the three phases has an insulation fault, the potential at point N changes, thus enabling the diagnosis of insulation faults in the AC power supply system. However, since the entire train's AC power supply system is connected to the grid, any insulation fault in any car will cause an insulation fault, which can be detected by the mainline AC insulation monitoring system, but it cannot pinpoint which car is faulty. The train needs to return to the depot for further investigation. The investigation process is also very cumbersome, sometimes requiring the entire train's AC 380V distribution branches to be de-energized, and then each branch closed one by one for investigation. This investigation process has the following problems:
[0004] 1) The troubleshooting process is cumbersome and time-consuming;
[0005] Since the entire train consists of 8 cars and at least 8 branch lines (in reality, most projects have 2 to 3 independent branch lines per car, totaling 16 or 24 branch lines), checking each one individually is time-consuming and labor-intensive, reduces maintenance efficiency, and may affect the normal operation of the train, thus reducing its service rate.
[0006] 2) With many objects to be operated on, it is easy to generate derived faults.
[0007] As mentioned above, the operation of each vehicle's branch circuit breaker requires operation. The large number of such breaker breakers and the frequent operation may affect their engagement reliability or cause application anomalies due to forgetting to restore them. Summary of the Invention
[0008] The technical problem to be solved by the present invention is to provide a multi-train insulation fault location system, method, train and equipment to reduce the time spent on insulation fault location and improve the accuracy of insulation fault location.
[0009] In a first aspect, the present invention provides an insulation fault location system for multi-car trains, wherein the multi-car train is powered by a three-phase three-wire AC system, and the insulation fault location system for multi-car trains includes a fault location module and a data acquisition module.
[0010] The fault location module includes a main control unit, a first zero-sequence current transformer, three current limiting elements, and three relays. The first end of each current limiting element is connected to a power supply line of a three-phase three-wire AC system. The second end of each current limiting element is connected in series with the contacts of each relay and then grounded. The main control unit is communicatively connected to each relay to control the closing of each relay. The main control unit is electrically connected to the zero-sequence current transformer to receive the zero-sequence current of the first branch of the vehicle where the fault location module is located, collected by the zero-sequence current transformer.
[0011] The data acquisition module includes a secondary control unit and a second zero-sequence current transformer. The second zero-sequence current transformer is used to acquire the second branch zero-sequence current of the vehicle where the data acquisition module is located. The secondary control unit is electrically connected to the second zero-sequence current transformer and is used to send the second branch zero-sequence current to the main control unit. The main control unit is communicatively connected to the secondary control unit.
[0012] The main control unit receives or responds to the fault location command sent by the train's central control unit. Based on the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch before and after each relay is closed, it performs insulation fault location and identifies the faulty vehicle and faulty line.
[0013] Optionally, a multi-car train may consist of multiple cars connected by a single through busbar.
[0014] The fault location module is located in any one of the multiple vehicles, and the data acquisition module is located in all other vehicles except the fault location module; there is a one-to-one correspondence between the other vehicles and the data acquisition module, and the number of data acquisition modules is equal to the number of other vehicles.
[0015] Optionally, the train's central control unit, main control unit, and secondary control units are connected via a TCMS network.
[0016] Optionally, the current-limiting element is a resistor or an inductor, and the three current-limiting elements have the same electrical parameters.
[0017] Secondly, the present invention provides a method for locating insulation faults in multi-car trains, applied to the aforementioned multi-car train insulation fault location system, the method comprising:
[0018] After receiving the fault location command sent by the train central control unit, the main control unit sequentially controls each relay to be energized and closed, and performs insulation fault location based on the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch before and after each relay is closed, thereby identifying the faulty vehicle and the faulty line.
[0019] Optionally, the duration of each relay's energized closure is 2 seconds.
[0020] Optionally, insulation fault location can be performed based on the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch before and after each relay is closed, including:
[0021] For either the zero-sequence current of the first branch or the zero-sequence current of the second branch, if the change value of the change value of the first branch is greater than the preset change threshold, it is determined that the vehicle where the fault location module or data acquisition module that collects the first branch is located has an insulation fault, and the faulty vehicle is obtained.
[0022] For any one of the three relays, if the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch are both zero during the energized closing period of that relay, then it is determined that the power supply line connected to the current-limiting element in series with that relay has an insulation fault, and the faulty line is obtained.
[0023] Thirdly, the present invention discloses a train that includes the aforementioned multi-car train insulation fault location system.
[0024] Fourthly, the present invention discloses a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the above-described method.
[0025] Fifthly, the present invention discloses a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method.
[0026] The beneficial effects of this invention are:
[0027] The multi-train insulation fault location system provided by this invention, upon receiving or responding to a fault location command sent by the train's central control unit, uses the changes in the zero-sequence current of the first and second branches before and after each relay closure to locate the insulation fault, identifying the faulty vehicle and line. This overcomes the shortcomings of existing technologies that cannot pinpoint the specific faulty vehicle, thus improving the accuracy of insulation fault location. Furthermore, this multi-train insulation fault location system does not rely on manual inspection; it only requires collecting the branch zero-sequence current, simplifying the insulation fault location process and effectively reducing the time spent on insulation fault location. Moreover, insulation fault location is only performed after the train's central control unit sends a fault location command, effectively reducing redundant circuit breaking operations, minimizing the generation of derivative faults, and further improving the accuracy of insulation fault location. Attached Figure Description
[0028] Figure 1 This is a schematic diagram of a train low-voltage AC power supply system in the background art of this application;
[0029] Figure 2 This is a schematic diagram of a trunk AC insulation monitoring system in the background art of this application;
[0030] Figure 3 This is a schematic diagram of the structure of a multi-train insulation fault location system according to one embodiment of this application;
[0031] Figure 4 This is a schematic diagram of a leakage circuit formed when an insulation fault occurs in vehicle 2 in one embodiment of this application;
[0032] Figure 5 This is a schematic diagram of the structure of a terminal device in one embodiment of this application. Detailed Implementation
[0033] To address the issues of long processing times and low accuracy in traditional insulation fault location methods, this invention discloses an insulation fault location system, method, train, and equipment for multi-car trains. The system, upon receiving or responding to a fault location command from the train's central control unit, uses the changes in the zero-sequence current of the first and second branches before and after each relay closure to locate the insulation fault, identifying the faulty vehicle and line. This overcomes the limitation of existing technologies that cannot pinpoint the specific faulty vehicle, thus improving the accuracy of insulation fault location. Furthermore, this system eliminates the need for manual inspection, requiring only branch zero-sequence current data collection, simplifying the fault location process and effectively reducing the time required. Moreover, since insulation fault location is only performed after the train's central control unit sends a fault location command, redundant circuit breaking operations are reduced, leading to fewer derived faults and further improving the accuracy of insulation fault location.
[0034] The following describes the insulation fault location system for multi-train trains provided by this invention.
[0035] For ease of understanding, this embodiment of the invention uses a multi-train train with two cars as an example to illustrate the insulation fault location system for multi-train trains provided by the present invention. It should be noted that the insulation fault location system for multi-train trains provided by the present invention is equally applicable to multi-train trains with three or more cars, and the number of cars in the train is not limited here. In this embodiment of the invention, the aforementioned multi-train train includes multiple cars, which are connected by a single through busbar.
[0036] like Figure 3 As shown, this multi-car train uses a three-phase three-wire AC power supply system. The insulation fault location system for this multi-car train includes a fault location module 31 and a data acquisition module 32. The train's central control unit 33, main control unit C1, and secondary control unit C2 are connected via a TCMS network.
[0037] The fault location module 31 includes a main control unit C1, a first zero-sequence current transformer Q1, three current-limiting elements (Ru, Rv, Rw), and three relays (Ku, Kv, Kw). Specifically, the first end of each current-limiting element (Ru, Rv, Rw) is connected to a power supply line (U-phase power supply line, V-phase power supply line, W-phase power supply line) of a three-phase three-wire AC system, and the second end of each current-limiting element (Ru, Rv, Rw) is connected in series with the contacts of each relay (Ku, Kv, Kw) and grounded. The main control unit C1 is communicatively connected to each relay (Ku, Kv, Kw) to control the closing of each relay. The main control unit C1 is electrically connected to the first zero-sequence current transformer Q1 to receive the zero-sequence current I1 of the first branch of the vehicle where the fault location module 31 is located, collected by the first zero-sequence current transformer Q1. Figure 3 R1 represents the branch load corresponding to vehicle 1, and R2 represents the branch load corresponding to vehicle 2.
[0038] The aforementioned current-limiting elements can be resistors or inductors, and the three current-limiting elements (Ru, Rv, Rw) have the same electrical parameters. For example, in one embodiment of the invention, the current-limiting elements are resistors, and the electrical parameters of each resistor are configured such that the resistance value is 1000 ohms and the rated power is 100 watts.
[0039] It should be noted that, in the embodiments of the present invention, the fault location module 31 can be located in any one of the multiple vehicles, while the data acquisition module 32 is located in all other vehicles except the fault location module 31. Each of the other vehicles corresponds one-to-one with a data acquisition module 32, and the number of data acquisition modules 32 is equal to the number of data acquisition modules in the other vehicles. For example, in one embodiment of the present invention, a multi-train consists of three cars (denoted as car 1, car 2, and car 3). The fault location module 31 can be placed in any one of the three cars. If the fault location module 31 is placed in car 2, then one data acquisition module 32 is placed in both car 1 and car 3.
[0040] The data acquisition module 32 includes a secondary control unit C2 and a second zero-sequence current transformer Q2. Specifically, the second zero-sequence current transformer Q2 is used to acquire the second branch zero-sequence current I2 of the vehicle where the data acquisition module 32 is located. The secondary control unit C2 is electrically connected to the second zero-sequence current transformer Q2 and is used to send the second branch zero-sequence current I2 to the main control unit C1. The main control unit C1 is communicatively connected to the secondary control unit C2.
[0041] It should be noted that, in the embodiments of the present invention, the range of each zero-sequence current transformer must cover the upper and lower limits of the leakage current generated when an insulation fault occurs. These upper and lower limits are related to the electrical parameters of the current-limiting element. Taking a resistor as an example, with a resistance of 1000 ohms and a rated power of 100 watts, when an insulation fault occurs after a multi-unit train is connected to the AC380V power supply bus, the vehicle experiencing the insulation fault may generate a grounding resistance (generated by the vehicle's own material or other objects with resistance), typically 20KΩ. In this case, the branch zero-sequence current (leakage current) is 19mA (through (R+R)). f )×I f =380 for calculation, R represents the resistance of the current limiting element, R f I represents the grounding resistance. f (This indicates leakage current). If the leakage point of a vehicle with an insulation fault is completely grounded, the zero-sequence current of the branch is 253mA. Therefore, the range of the zero-sequence transformer should cover 19mA to 253mA in order to accurately collect the leakage current.
[0042] The main control unit C1 receives or responds to the fault location command sent by the train central control unit 33, and performs insulation fault location based on the changes in the zero-sequence current I1 of the first branch and the zero-sequence current I2 of the second branch before and after each relay is closed, thereby determining the faulty vehicle and the faulty line.
[0043] Specifically, when each relay closes sequentially, the load branch of the train with the insulation fault will generate leakage current, forming a leakage circuit through the ground and current-limiting elements. Therefore, the insulation fault can be located and the faulty train and line can be determined by observing the changes in the zero-sequence current of each branch before and after the relays close. This part will be described in detail in the multi-train insulation fault location method provided by this invention.
[0044] The following describes the insulation fault location method for multi-train trains provided by the present invention.
[0045] The insulation fault location method for multi-car trains is applied to the aforementioned insulation fault location system for multi-car trains. Specifically, after receiving the fault location command sent by the train central control unit, the main control unit sequentially controls each relay to be energized and closed, and performs insulation fault location based on the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch before and after each relay is closed, thereby determining the faulty vehicle and the faulty line.
[0046] It should be noted that, in the embodiments of the present invention, in order to reduce the impact of the resistance change due to heating on the location of insulation faults, the duration of energized closure of each relay is configured to be 2 seconds. Since the closing time is very short, the heating of the resistor itself can be ignored.
[0047] To reduce errors, eliminate unexpected interference factors, and improve the accuracy of insulation fault location, in another embodiment of the present invention, three current-limiting elements can be set to close the three wheels in sequence.
[0048] The process of locating insulation faults based on the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch before and after each relay is closed will be explained below.
[0049] Specifically, it includes steps I and II.
[0050] Step I: For either the zero-sequence current of the first branch or the zero-sequence current of the second branch, if the change value of the latter is greater than a preset change threshold, then it is determined that the vehicle where the fault location module or data acquisition module that collects the former has an insulation fault, and the faulty vehicle is obtained.
[0051] In a trainset experiencing an insulation fault, leakage current will form in the load branch, creating a leakage circuit through the ground and current-limiting elements, causing a change in the branch's zero-sequence current. Therefore, the faulty trainset with the insulation fault can be identified by observing the change in the branch's zero-sequence current.
[0052] Step II: For any one of the three relays, if the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch are both zero during the energized closing period of that relay, then it is determined that the power supply line connected to the current-limiting element in series with that relay has an insulation fault, and the faulty line is obtained.
[0053] like Figure 4 As shown, taking an insulation fault in the U-phase branch of vehicle 2 as an example, when the current-limiting element on the V-phase line or the current-limiting element on the W-phase line is connected to the circuit, a leakage circuit will be formed (e.g., Figure 4 (Red line in the diagram) The zero-sequence current of the second branch of vehicle 2 will change. When the current limiting element on the U-phase branch is connected to the circuit, no leakage circuit is formed. At this time, the change value of the zero-sequence current of the branch is 0, and the zero-sequence current of the branch is 0. When the zero-sequence current of the branch changes after the current limiting element of two of the three relays is connected to the circuit, if the zero-sequence current of the branch does not change after the current limiting element of the third relay is connected to the circuit, it is determined that the power supply line connected to the current limiting element of the third relay has an insulation fault.
[0054] It is evident that the insulation fault location method for multi-train trains provided by this invention, on the one hand, overcomes the shortcomings of existing technologies in that they cannot locate the specific faulty train, thus improving the accuracy of insulation fault location; on the other hand, by limiting the resistor connection time, it avoids the influence of heat-induced resistance value on the accuracy of insulation fault location, reduces the generation of derivative faults, and further improves the accuracy of insulation fault location.
[0055] like Figure 5 As shown, embodiments of the present invention provide a terminal device, such as... Figure 5 As shown, the terminal device D10 of this embodiment includes: at least one processor D100 ( Figure 5 The diagram shows only one processor, a memory D101, and a computer program D102 stored in the memory D101 and executable on the at least one processor D100, wherein the processor D100 executes the computer program D102 to implement the steps in any of the above method embodiments.
[0056] Specifically, when the processor D100 executes the computer program D102, after receiving the fault location command sent by the train central control unit, the main control unit sequentially controls each relay to be energized and closed, and performs insulation fault location based on the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch before and after each relay is closed, thereby determining the faulty vehicle and the faulty line. This multi-train insulation fault location method, on the one hand, makes up for the deficiency of existing technology in being unable to locate the specific faulty vehicle, thus improving the accuracy of insulation fault location; on the other hand, by limiting the resistor connection time, it avoids the influence of heat-induced resistance value on the accuracy of insulation fault location, reduces the generation of derivative faults, and further improves the accuracy of insulation fault location.
[0057] The processor D100 can be a central processing unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor.
[0058] In some embodiments, the memory D101 may be an internal storage unit of the terminal device D10, such as a hard disk or memory of the terminal device D10. In other embodiments, the memory D101 may be an external storage device of the terminal device D10, such as a plug-in hard disk, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the terminal device D10. Furthermore, the memory D101 may include both internal and external storage units of the terminal device D10. The memory D101 is used to store the operating system, applications, bootloader, data, and other programs, such as the program code of the computer program. The memory D101 can also be used to temporarily store data that has been output or will be output.
[0059] This invention also provides a train that includes the above-mentioned multi-car train insulation fault location system, and has the same beneficial effects as the multi-car train insulation fault location system.
[0060] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the various method embodiments above.
[0061] This application provides a computer program product that, when run on a terminal device, enables the terminal device to implement the steps described in the various method embodiments above.
[0062] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of protection of this application is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of one or more embodiments of this application as described above, which are not provided in detail for the sake of brevity.
[0063] One or more embodiments in this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of one or more embodiments in this application should be included within the protection scope of this application.
Claims
1. A multi-car train insulation fault location system, wherein the multi-car train is powered by a three-phase three-wire AC system, characterized in that, The system includes a fault location module and a data acquisition module; The fault location module includes a main control unit, a first zero-sequence current transformer, three current-limiting elements, and three relays. The first end of each current-limiting element is connected to a power supply line of the three-phase three-wire AC system, and the second end of each current-limiting element is connected in series with the contacts of each relay and then grounded. The main control unit is communicatively connected to each relay and is used to control the closing of each relay. The main control unit is electrically connected to the zero-sequence current transformer and is used to receive the zero-sequence current of the first branch of the vehicle where the fault location module is located, collected by the zero-sequence current transformer. The data acquisition module includes a secondary control unit and a second zero-sequence current transformer. The second zero-sequence current transformer is used to acquire the zero-sequence current of the second branch of the vehicle where the data acquisition module is located. The secondary control unit is electrically connected to the second zero-sequence current transformer and is used to send the zero-sequence current of the second branch to the main control unit. The main control unit is communicatively connected to the secondary control unit. The main control unit receives or responds to the fault location command sent by the train central control unit, and performs insulation fault location based on the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch before and after each relay is closed, thereby determining the faulty vehicle and the faulty line.
2. The insulation fault location system for multi-train trains according to claim 1, characterized in that, The multi-car train includes multiple cars, which are connected by a single through busbar. The fault location module is located in any one of the plurality of vehicles, and the data acquisition module is located in all other vehicles except the fault location module; each of the other vehicles corresponds to a data acquisition module, and the number of data acquisition modules is equal to the number of other vehicles.
3. The insulation fault location system for multi-train trains according to claim 2, characterized in that, The train central control unit, the main control unit, and the secondary control unit are connected via a TCMS network.
4. The insulation fault location system for multi-train trains according to claim 3, characterized in that, The current-limiting element is a resistor or an inductor, and the three current-limiting elements have the same electrical parameters.
5. A method for locating insulation faults in multi-train sets, characterized in that, The method for locating insulation faults in multi-car trains, applicable to the insulation fault location system as described in any one of claims 1-4, comprises: Upon receiving the fault location command sent by the train central control unit, the main control unit sequentially controls each of the relays to be energized and closed, and performs insulation fault location based on the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch before and after each relay is closed, thereby identifying the faulty vehicle and the faulty line.
6. The method for locating insulation faults in multi-train trains according to claim 5, characterized in that, The duration of the energized closing of each relay is 2 seconds.
7. The method for locating insulation faults in multi-train trains according to claim 6, characterized in that, The method of locating insulation faults based on the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch before and after each relay is closed includes: For either the zero-sequence current of the first branch or the zero-sequence current of the second branch, if the change value of the change value of the first branch is greater than a preset change threshold, it is determined that the vehicle where the fault location module or data acquisition module that collects the first branch is located has an insulation fault, and the faulty vehicle is obtained. For any one of the three relays, if the changes in the zero-sequence current of the first branch and the zero-sequence current of the second branch are both zero during the energized closing period of that relay, then it is determined that the power supply line connected to the current-limiting element in series with that relay has an insulation fault, and the faulty line is obtained.
8. A train, characterized in that, Including the insulation fault location system for multi-train trains as described in any one of claims 1-4.
9. A terminal 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 computer program, it implements the method as described in any one of claims 5 to 7.
10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 5 to 7.