CN109239535B

CN109239535B - Train and insulation detection system of train

Info

Publication number: CN109239535B
Application number: CN201710557601.6A
Authority: CN
Inventors: 李鑫; 王成志; 邓林旺
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2017-07-10
Filing date: 2017-07-10
Publication date: 2021-02-23
Anticipated expiration: 2037-07-10
Also published as: CN109239535A

Abstract

The invention discloses a train and an insulation detection system of the train, wherein the train is powered by a power grid, the power grid comprises a positive bus and a negative bus of the power grid, a transformer substation comprises a transformer substation insulation detection device, the train comprises a plurality of carriages, and each carriage comprises: the carriage positive bus is connected with the power grid positive bus; the carriage negative bus is connected with the power grid negative bus; the fault positioning device is connected between the carriage positive bus and the carriage negative bus; the insulation detection device is connected between the carriage positive bus and the carriage negative bus and used for performing insulation detection on the carriage positive bus and the carriage negative bus when a train does not enter a station; the transformer substation insulation detection device is used for performing insulation detection when a train enters a station, so that mutual influence between insulation detection devices of a plurality of carriages and the transformer substation can be avoided, the insulation detection accuracy is improved, insulation faults are prevented from being mistakenly reported, and the position where the insulation faults occur can be accurately determined.

Description

Train and insulation detection system of train

Technical Field

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

Background

With the development of the times, most trains adopt electric energy as power, for example, a train power supply system can convert a power supply of a power grid into about 860-volt alternating current, then convert the alternating current into 600-volt direct current and supply the direct current to the trains, or can supply electricity to the trains from 1500-volt or 750-volt direct current power grids. Therefore, most trains run under the power supply of high voltage electricity, and insulation detection is needed after the trains run in order to ensure the personal safety of equipment and passengers on the trains.

In the related art, a current sensor is arranged at a grounding point of a train power supply device to judge whether an insulation fault occurs. However, the problems in the related art are that the insulation condition of the electric system of the whole vehicle cannot be timely and accurately detected, the position of the insulation fault cannot be judged, and the fault compartment is difficult to separate.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the technical problems in the art described above. Therefore, an object of the present invention is to provide an insulation detection system for a train, which can detect an insulation fault in time and accurately determine a position where the insulation fault occurs.

A second object of the invention is to propose a train.

In order to achieve the above object, an embodiment of a first aspect of the present invention provides an insulation detection system for a train, where the train is powered by a power grid, the power grid includes a positive power grid bus and a negative power grid bus, a substation includes a substation insulation detection device, the train includes a plurality of cars, and each car includes: the carriage positive bus is connected with the power grid positive bus; the carriage negative bus is connected with the power grid negative bus; the fault positioning device is connected between the carriage positive bus and the carriage negative bus; the insulation detection device is connected between the carriage positive bus and the carriage negative bus and used for performing insulation detection on the carriage positive bus and the carriage negative bus when the train does not enter the station; and the transformer substation insulation detection device is used for performing insulation detection when the train enters the station.

According to the insulation detection system of the train, the fault positioning device is connected between the carriage positive bus and the carriage negative bus, the edge detection device conducts insulation detection on the carriage positive bus and the carriage negative bus when the train does not enter the station, and the transformer substation insulation detection device conducts insulation detection when the train enters the station. Therefore, mutual influence between the insulation detection devices of the carriages and the insulation detection device of the transformer substation can be avoided, the insulation resistance detection accuracy is improved, and insulation faults are prevented from being reported by mistake. And moreover, the position of the insulation fault, such as a specific carriage and a specific load, can be accurately determined through the fault positioning device, so that the personal safety of equipment and passengers on the train is ensured, and the reliability and the safety of train power supply are improved.

In order to achieve the above purpose, a second embodiment of the invention provides a train, which includes the insulation detection system.

According to the train provided by the embodiment of the invention, the mutual influence between the insulation detection devices of a plurality of carriages and the insulation detection device of the transformer substation can be avoided, the insulation resistance detection accuracy is improved, and the insulation fault is prevented from being mistakenly reported. And moreover, the position of the insulation fault, such as a specific carriage and a specific load, can be accurately determined through the fault positioning device, so that the personal safety of equipment and passengers on the train is ensured, and the reliability and the safety of train power supply are improved.

Drawings

Fig. 1 is a schematic structural view of an insulation detection system of a train according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of an insulation detection system for a train in which the train is in a driving condition according to one embodiment of the present invention;

FIG. 3 is a schematic illustration of an insulation detection system for a train wherein the train is entering a station according to one embodiment of the present invention;

FIG. 4 is a schematic illustration of the structure of each car in the insulation detection system of the train in accordance with one embodiment of the present invention;

fig. 5 is a schematic circuit diagram of a fault locating device in an insulation detection system of a train according to an embodiment of the present invention, in which negative insulation detection is performed on a load;

fig. 6 is a schematic circuit diagram of a fault locating device in an insulation detection system of a train according to an embodiment of the present invention, in which positive insulation detection is performed on a load;

FIG. 7 is a schematic diagram of the structure of each car in the insulation detection system of the train in accordance with another embodiment of the present invention, wherein a non-isolated DC/DC module is employed;

FIG. 8 is a schematic illustration of the structure of each car in the insulation detection system of the train in accordance with yet another embodiment of the present invention, wherein a non-isolated DC/DC module is employed;

FIG. 9 is a schematic diagram of the structure of each car in the insulation detection system of the train in accordance with another embodiment of the present invention, wherein a bi-directional isolation DC/DC module is employed;

fig. 10 is a schematic circuit diagram of a car insulation detecting device in the insulation detecting system of the train according to one embodiment of the present invention; and

fig. 11 is a schematic circuit diagram of a car insulation detecting device in the insulation detecting system of a train according to another embodiment of the present invention;

fig. 12 is a schematic structural view of an insulation detecting system of a train according to another embodiment of the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

An insulation detecting system for a train and a train having the same according to an embodiment of the present invention will be described with reference to the accompanying drawings. It should be noted that in some embodiments of the present invention, the train uses the hull as a ground reference point, in other words, there is no conductor connection between the ground wire of the train and the ground, which uses the suspended "ground", i.e., the hull, as the ground reference point, for example, the train uses rubber tires, and the hull is insulated from the ground, so that the whole train uses a floating ground system.

According to the embodiment of fig. 1-4, the train 100 may be powered by a power grid including a positive grid bus L1 and a negative grid bus L2, the substation 200 includes a substation insulation detection device 210, and the train 100 may include a plurality of cars 10. According to an embodiment of the present invention, the insulation detection system may perform insulation detection on the train 100 and each car 10 of the train 100, etc. to determine whether an insulation fault occurs, and after determining that the insulation fault occurs, the insulation fault is located by the fault location device of each car 10, so that the insulation fault can be detected in time, and the location where the insulation fault occurs, such as a specific car and a specific load, can be accurately determined, thereby ensuring personal safety of equipment and passengers on the train, and improving reliability and safety of train power supply.

As shown in fig. 2-3, the first and second terminals of the substation 200 are also connected to the grid positive bus L1 and the grid negative bus L2, respectively, and the third terminal of the substation 200 is connected to ground.

The train 100 further comprises a grounding brush 40, wherein, as shown in fig. 2, when the train 100 is not entering, for example, running on a track, the grounding brush 40 is in a preset position of the train 100, and the grounding brush 40 does not contact the ground; as shown in fig. 3, when the train 100 enters the station, the ground brush 40 is in an extended state to be connected to the ground, so that the hull is connected to the ground through the ground brush 40 to ensure passenger safety.

According to the embodiment of fig. 1 and 4, each car 10 of the train may be connected to a positive grid bus L1 and a negative grid bus L2 so that the grid supplies power to each car 10 of the entire train. Each car 10 may include: the vehicle compartment positive bus M1, the vehicle compartment negative bus M2, the fault location device 130 and the insulation detection device 170.

As shown in fig. 1 and 4, the cabin positive bus M1 is connected with the grid positive bus L1; and the compartment negative bus L2 is connected with the grid negative bus L2. Specifically, according to an embodiment of the present invention, as shown in fig. 4, the car positive bus M1 may be connected to the grid positive bus L1 through a sixth switch K6, and the car negative bus L2 may be connected to the grid negative bus L2 through a seventh switch K7, wherein when the sixth switch K6 and the seventh switch K7 are both turned on, the electric power of the grid is transmitted to the car positive bus M1 and the car negative bus M2, so that the grid supplies the car 10; when the sixth switch K6 and the seventh switch K7 are both turned off, the electric power of the grid stops being transmitted to the cabin positive bus M1 and the cabin negative bus M2, so that the grid stops supplying power to the cabin 10.

As shown in fig. 1 and 4, the fault locating device 130 is connected between the cabin positive bus M1 and the cabin negative bus M2; the insulation detection device 170 is connected between the compartment positive bus M1 and the compartment negative bus M2, and the insulation detection device 170 is used for detecting the insulation between the compartment positive bus M1 and the compartment negative bus M2. That is, the insulation detection device 170 detects insulation between the vehicle cabin positive bus M1 and the vehicle cabin negative bus M2. In other words, the insulation detection device 170 is used to detect the insulation condition of the vehicle compartment 10.

The insulation detection device 170 is used for performing insulation detection on the carriage positive bus M1 and the carriage negative bus M2 when the train 100 does not enter the station; the substation insulation detection device 180 is used for performing insulation detection when the train 100 enters the station, and the substation insulation detection device 180 is used for detecting insulation resistance of the grid positive bus L1 and the grid negative bus L2 to the ground. That is, the substation insulation detection device 180 is used for the insulation of the grid positive bus L1 and the grid negative bus L2 from the ground. In other words, the insulation detection device 170 is used for detecting the insulation condition of the power grid to the ground.

Specifically, when the train runs on the track, the ground contact brush 40 is at a preset position of the train 100, and does not contact the ground, and the train shell is insulated from the ground due to the rubber tires used by the train, and at this time, each train 100 can detect the insulation condition of the train itself, for example, each train 100 can detect the insulation condition between the positive bus M1 and the negative bus M2 of each train through the insulation detection device 170 on each train 10 of each train. After an insulation fault occurs, each train 100 performs fault location by its own fault location device 130.

When the train 100 enters the station, the grounding brush 40 of the train 100 is in the extending state, the train 100 is connected to the ground through the grounding brush 40, therefore, the shell of each train 100 is connected together through the ground at the station, at this time, the multiple trains 100 and the substation 200 can be equivalent to a power supply system, the train 100 can stop the insulation detection, for example, the insulation detection device 170 on each carriage 10 is closed, and the insulation detection of the whole system is performed through the substation insulation detection device 180. And, when the insulation detection device 180 of the substation detects an insulation fault, the train with the fault can be positioned first, and then the carriage and the load with the fault can be positioned.

Therefore, mutual influence between the insulation detection devices of the carriages and the insulation detection device of the transformer substation can be avoided, the insulation resistance detection accuracy is improved, and insulation faults are prevented from being reported by mistake. And moreover, the position of the insulation fault, such as a specific carriage and a specific load, can be accurately determined through the fault positioning device, so that the personal safety of equipment and passengers on the train is ensured, and the reliability and the safety of train power supply are improved.

Further, according to an embodiment of the present invention, as shown in fig. 4, the car further includes a first current sensor 110 and a load 120. The first current sensor 110 is connected between the compartment positive bus M1 and the compartment negative bus M2; the load 120 is connected to the first current sensor 110. Specifically, as shown in fig. 2, the positive and negative poles of the load 120 may be connected to the cabin positive bus M1 and the cabin negative bus M2, respectively, so that the power grid supplies power to the load 120 of each cabin 10 through the cabin positive bus M1 and the cabin negative bus M2, the first current sensor 110 may be disposed at the positive and negative poles of the load 120, i.e., at the entrance of the load 120, and the first current sensor 110 may measure the difference between the positive and negative currents of the load 120.

It should be noted that the load 120 in each car 10 is not limited to one, and may be a plurality of loads, and accordingly, the first current sensor 110 in each car 10 is not limited to one, and may be a plurality of loads. When the first current sensor 110 and the load 120 are plural, each of the first current sensors 110 is connected between the cabin positive bus M1 and the cabin negative bus M2, and each of the loads 120 is connected to the corresponding first current sensor 110. That is, a plurality of loads 120 may be connected in parallel to the cabin positive bus bar M1 and the cabin negative bus bar M2, and each first current sensor 110 may be disposed at an inlet of the corresponding load 120 to detect a difference between the positive current and the negative current of the corresponding load 120. It should be further noted that, in the embodiment of the present invention, since the connection manner, the operation principle, and the like of each load 120 in the car 10 are substantially the same, the connection manner, the operation principle, and the like of the loads 120 in the following embodiments are applied to each load 120 of the car 10.

Specifically, the fault location device 130 is configured to connect the passages of the cabin positive bus M1 and the cabin negative bus M2 with the load 120, respectively, to perform negative insulation detection and positive insulation detection on the load 120.

Specifically, the fault locating device 130 may switch on the paths of the car positive bus M1 and the car negative bus M2 and the load 120 in a first preset manner to perform negative insulation detection on the load 120, and may switch on the paths of the car positive bus M1 and the car negative bus M2 and the load 120 in a second preset manner to perform positive insulation detection on the load 120. More specifically, when the paths of the cabin positive bus M1 and the cabin negative bus M2 and the load 120 are turned on in a first preset manner, the difference between the positive current and the negative current of the load 120 may be measured by the first current sensor 110, and when the difference between the positive current and the negative current of the load 120 is greater than a preset current threshold, it is determined that the negative of the load 120 leaks electricity, and a negative insulation fault occurs. Similarly, when the paths of the car positive bus M1 and the car negative bus M2 and the load 120 are connected in the second preset manner, the difference between the positive current and the negative current of the load 120 may be measured by the first current sensor 110, and when the difference between the positive current and the negative current of the load 120 is greater than the preset current threshold, it is determined that the positive leakage of the load 120 occurs, and a positive insulation fault occurs.

Therefore, the fault location can be carried out through the current value detected by the first current sensor 110 and the fault location device 130, the specific compartment and the specific load with the insulation fault are accurately determined, the faulty compartment is conveniently separated, the maintenance is convenient, the personal safety of equipment and passengers on the train can be ensured, and the reliability and the safety of train power supply are improved.

The structure and principle of the fault locating device 130 will be described in detail below with reference to the embodiments of fig. 5 and 6.

According to an embodiment of the present invention, as shown in fig. 5 and 6, the fault location device 130 specifically includes: a first resistor R1, a first switch K1, a second resistor R2, a second switch K2 and a controller 131.

The first resistor R1 is connected with the carriage positive bus M1; the first switch K1 is connected with the vehicle shell; the second resistor R2 is connected with a negative bus M2 of the compartment; the second switch K2 is connected to the vehicle body shell. Also, the first resistor R1 may be connected in series with the first switch K1, and the second resistor R2 may be connected in series with the second switch K2. That is, one end of the first resistor R1 is connected to the vehicle compartment positive bus M1, one end of the first switch K1 is connected to the other end of the first resistor R1, and the other end of the first switch K1 is connected to the vehicle shell ground; one end of a second resistor R2 is connected with a compartment positive bus M1, one end of a second switch K2 is connected with the other end of the second resistor R2, and the other end of the second switch K2 is connected with the vehicle shell ground. The shell is a shell of the train, and the shell of the train is used as a reference grounding point.

The controller 131 is used to control the first switch K1 and the second switch K2. Specifically, when the train does not perform insulation detection, the controller 131 controls both the first switch K1 and the second switch K2 to be open; when the train performs insulation detection, the controller 131 controls the first switch K1 to be closed and controls the second switch K2 to be opened, and performs negative insulation detection on the load 120 through the current value detected by the first current sensor 110, and controls the second switch K2 to be closed and controls the first switch K1 to be opened, and performs positive insulation detection on the load 120 through the current value detected by the first current sensor 110.

Specifically, as shown in fig. 5, the first equivalent resistor R31 may be an equivalent insulation resistance of the negative electrode of the load 120 to the vehicle-body ground, as shown in fig. 6, the second equivalent resistor R32 may be an equivalent insulation resistance of the positive electrode of the load 120 to the vehicle-body ground, and when the resistance value of the first equivalent resistor R31 or the second equivalent resistor R32 is smaller than a preset resistance value, the insulation detection system may determine that an insulation fault occurs.

In a default state, that is, when no insulation fault occurs and the fault locating device 130 does not perform insulation detection, the controller 131 controls both the first switch K1 and the second switch K2 to be opened. When an insulation fault occurs, the insulation detection system can generate a fault alarm signal and notify the fault locating device 130, the fault locating device 130 carries out fault locating after receiving alarm information, the controller 131 can control the first switch K1 to be closed and the second switch K2 to be opened, negative insulation detection is carried out on the load 120 through the current value detected by the first current sensor 110, then the second switch K2 is controlled to be closed and the first switch K1 is controlled to be opened, and positive insulation detection is carried out on the load 120 through the current value detected by the first current sensor 110. Of course, the positive insulation detection may be performed first, and then the negative insulation detection may be performed.

More specifically, as shown in fig. 5, when the first switch K1 is closed and the second switch K2 is opened, the cabin positive bus M1, the first resistor R1, the first switch K1, the hull ground, the first equivalent resistor R31, the load 120, and the cabin negative bus M2 form a loop, and thus, a current may be generated in the direction of an arrow in fig. 5 to flow through the first current sensor 110 corresponding to the load 120, and when the current value detected by the first current sensor 110 is greater than a preset current threshold value, the controller 131 determines that the negative of the load 120 is leaky, that is, the load 120 has a negative insulation fault. Similarly, as shown in fig. 6, when the second switch K2 is closed and the first switch K1 is opened, the cabin positive bus M1, the load 120, the second equivalent resistor R32, the hull ground, the second switch K2, the second resistor R2 and the cabin negative bus M2 form a loop, so that a current can be generated in the direction of the arrow in fig. 6 and flows through the first current sensor 110 corresponding to the load 120, and when the current value detected by the first current sensor 110 is greater than the preset current threshold value, the controller 131 determines that the positive of the load 120 is leaked, that is, the load 120 has a negative insulation fault.

Therefore, the specific load with the insulation fault can be determined by the current value detected by the first current sensor 110, the maintenance is convenient, and the reliability and the safety of train power supply are improved.

Further, according to an embodiment of the present invention, as shown in fig. 7 to 8, the vehicle compartment 10 further includes: a battery 140, a non-isolated DC/DC module 150, and a second current sensor 160.

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

As shown in fig. 7, the second current sensor 160 may be connected between the battery 140 and the non-isolated DC/DC module 150, wherein the controller 131 performs a negative insulation detection on the battery 140 by the current value detected by the second current sensor 160 when controlling the first switch K1 to be closed and the second switch K2 to be open, and performs a positive insulation detection on the battery 140 by the current value detected by the second current sensor 160 when controlling the second switch K2 to be closed and the first switch K1 to be open.

That is, each car 10 may include a grid side and a battery side with a non-isolated DC/DC module 150 therebetween, the grid side having a fault locating device 130 and a load 120 mounted thereto, the inlet of each load 120 having a first current sensor 110 mounted thereto, the battery side corresponding to one branch of the grid since the non-isolated DC/DC module 150 is of a non-isolated type, and fault locating of the battery 140 may be performed by mounting a second current sensor 160 between the battery 140 and the non-isolated DC/DC module 150.

In other embodiments of the present invention, the battery 140 and the non-isolated DC/DC module 150 may also be considered together as a branch, as shown in fig. 8, where a second current sensor 160 may be installed before the non-isolated DC/DC module 150. That is, a second current sensor may be connected between the cabin positive bus M1, the cabin negative bus M2, and the bidirectional non-isolated DC/DC module 150.

It should be understood that the negative insulation detection and the positive insulation detection of the battery 140 by the current value detected by the second current sensor 160 are substantially the same as the negative insulation detection and the positive insulation detection of the load 120 by the current value detected by the first current sensor 110 in the embodiment of fig. 3 and 4, and are not described in detail again.

Therefore, under the condition that the bidirectional non-isolated DC/DC module 150 is adopted, whether the battery 140 has an insulation fault or not can be determined through the current value detected by the second current sensor 160, the maintenance is convenient, and the reliability and the safety of train power supply are improved.

Further, according to another embodiment of the present invention, as shown in fig. 9, the vehicle compartment further includes: battery 140, bidirectional isolation DC/DC module 151, and third current sensor 161.

The battery 140 is connected with the compartment positive bus M1 and the compartment negative bus M2 through the bidirectional isolation DC/DC module 151. Specifically, the bidirectional isolation DC/DC module 151 may convert the first direct current between the cabin positive bus M1 and the cabin negative bus M2 into the second direct current to supply the second direct current to the battery 140, and the bidirectional isolation DC/DC module 150 may convert the second direct current of the battery 140 into the first direct current to supply the first direct current to the cabin positive bus M1 and the cabin negative bus M2.

The third current sensor 161 may be connected between the car positive bus M1, the car negative bus M2, and the bidirectional isolation DC/DC module 151, wherein the controller 131 performs negative insulation detection on the battery 140 by the current value detected by the third current sensor 161 when controlling the first switch K1 to be closed and the second switch K2 to be open, and performs positive insulation detection on the battery 140 by the current value detected by the third current sensor 161 when controlling the second switch K2 to be closed and the first switch K1 to be open.

That is, each car 10 may include a grid side and a battery side, between which may be a bi-directional isolation DC/DC module 151, the grid side mounting fault locating device 130 and loads 120, the inlet of each load 120 mounting the first current sensor 110. Moreover, since the battery side has no branch, the fault positioning device does not need to be installed on the battery side separately, and the fault positioning device is installed on the power grid side.

Thus, in an embodiment of the present invention, the third current sensor 161 is connected between the cabin positive bus M1, the cabin negative bus M2, and the bidirectional isolated DC/DC module 151. That is, in the case of using the bidirectional isolation DC/DC module 151, the third current sensor 161 may be installed before the bidirectional isolation DC/DC module 150, and the fault locating device 130 may perform fault locating on the battery 140 through the third current sensor 161, that is, perform negative insulation detection on the battery 140 and perform positive insulation detection on the battery 140.

It should be understood that the detection of the negative insulation and the detection of the positive insulation of the battery 140 by the current value detected by the third current sensor 161 are substantially the same as the detection of the negative insulation and the detection of the positive insulation of the load 120 by the current value detected by the first current sensor 110 in the embodiment of fig. 5 and 6, and detailed description thereof is omitted.

Therefore, under the condition of adopting the bidirectional isolation DC/DC module 151, the fault positioning device can determine whether the battery 140 has an insulation fault or not through the current value detected by the third current sensor 161, so that the maintenance is convenient, and the reliability and the safety of train power supply are improved.

The insulation detection mode of the insulation detection system is described in detail below with reference to fig. 7-11.

In some embodiments of the present invention, as shown in fig. 7-8, when the battery side and the grid side are connected by the non-isolated DC/DC module 150, the grid side and the battery side may share the same insulation detection device 170.

According to another embodiment of the present invention, as shown in fig. 9, the insulation detecting device 170 is used to detect the insulation condition of the grid side of the vehicle 10 when the battery side and the grid side are connected by the bidirectional isolation DC/DC module 151. The vehicle compartment 10 further includes: and a second insulation detecting means 180, the second insulation detecting means 180 being connected to both ends of the battery 140. Specifically, the bidirectional isolation DC/DC module 151 has a first battery terminal and a second battery terminal, the first battery terminal of the bidirectional isolation DC/DC module 151 is connected to the positive electrode of the battery 140 through the battery positive bus P1, the second battery terminal of the bidirectional isolation DC/DC module 151 is connected to the negative electrode of the battery 140 through the battery negative bus P2, and the second insulation detection device 180 may be connected between the battery positive bus P1 and the battery negative bus P2. The second insulation detection device 180 is used for detecting the insulation of the battery positive bus bar P1 and the battery negative bus bar P2 to the vehicle shell. That is, the second insulation detecting device 180 is used to detect insulation of the battery positive electrode bus bar P1 and the battery negative electrode bus bar P2. In other words, the second insulation detecting device 180 is used to detect the insulation of the battery side of the vehicle compartment 10.

Specifically, according to the embodiment of fig. 10, the insulation detecting device 170 may include: a third resistor R3, a third switch K3, a fourth resistor R4, a fourth switch K4, a first voltage detector 171, a second voltage detector 172, and a third voltage detector 173.

The third resistor R3 and the third switch K3 are connected in series, and the third resistor R3 and the third switch K3 which are connected in series are connected between the carriage positive bus M1 and the vehicle shell ground; the fourth resistor R4 and the fourth switch K4 are connected in series, and the fourth resistor R4 and the fourth switch K4 which are connected in series are connected between the negative bus M2 of the compartment and the ground of the shell; the first voltage detector 171 is connected in parallel to two ends of the third resistor R3, and the first voltage detector 171 is configured to detect a voltage of the third resistor R3 to generate a first voltage V1; the second voltage detector 172 is connected in parallel to two ends of the fourth resistor R4, and the second voltage detector 172 is configured to detect a voltage of the fourth resistor R4 to generate a second voltage V2; the third voltage detector 173 is configured to detect a voltage between the cabin positive bus M1 and the cabin negative bus M2 to generate a third voltage V3.

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

Specifically, as shown in fig. 10, it is assumed that the insulation resistance of the vehicle body positive electrode bus M1 with respect to the vehicle body ground is R33, and the insulation resistance of the vehicle body negative electrode bus M2 with respect to the vehicle body ground is R34. In the embodiment of fig. 10, the insulation detecting device 170 performs insulation detection by a bridge method, wherein the third resistor R3 and the fourth resistor R4 are bridge arm resistors, and the third switch K3 and the fourth switch K4 are bridge arm switches. When the insulation detection is performed, the insulation detecting device 170 may control the third switch K3 to be closed and the fourth switch K4 to be turned off, detect the voltage of the third resistor R3 by the first voltage detector 171 to generate the first voltage V1, and control the fourth switch K4 to be closed and the third switch K3 to be turned off, detect the voltage of the fourth switch K4 by the second voltage detector 172 to generate the second voltage V2, and detect the voltage between the cabin positive bus M1 and the cabin negative bus M2 by the third voltage detector 173 to generate the third voltage V3.

As can be seen from fig. 10, the first voltage V1 satisfies the following formula:

the second voltage V2 satisfies the following equation:

wherein, R3 is the resistance of the third resistor R3, and R4 is the resistance of the fourth resistor R4. Assuming that the resistance value of the third resistor R3 and the resistance value of the fourth resistor R4 are both equal to R, i.e., R3 is equal to R4 is equal to R, the formula is substituted into

And

the calculation can be carried out to obtain the,

thus, after the first voltage V1, the second voltage V2 and the third voltage V3 are obtained, the formula can be obtained

Calculating the insulation resistance of the carriage positive bus M1 according to a formula

The insulation resistance of the vehicle negative bus M2 is calculated.

Further, according to an embodiment of the present invention, when the insulation resistance of the car negative bus M2 is less than the preset resistance value and/or the insulation resistance of the car positive bus M1 is less than the preset resistance value, the insulation detecting device 170 determines that an insulation fault occurs in the corresponding car 10.

Specifically, according to the embodiment of fig. 11, the insulation detecting device 170 may include: a signal source A1, a fifth resistor R5, a fifth switch K5, a sixth resistor R6 and a fourth voltage detector 174.

The fifth resistor R5 and the fifth switch K5 are connected in series, and the fifth resistor R5 and the fifth switch K5 which are connected in series are connected between the first end of the signal source A1 and the compartment positive bus M1 or between the first end of the signal source A1 and the compartment negative bus M2; a sixth resistor R6 is connected between the second terminal of signal source a1 and the hull ground; the fourth voltage detector 174 is configured to detect a voltage of the sixth resistor R6; when the signal source a1 outputs the first output voltage Vo1, the voltage of the sixth resistor R6 is the fourth voltage V4, and when the signal source a2 outputs the second output voltage Vo2, the voltage of the sixth resistor R6 is the fifth voltage V5.

Further, the insulation resistance of the compartment negative electrode bus line M2 or the insulation resistance of the compartment positive electrode bus line M1 may be generated according to the resistance value of the fifth resistor R5, the resistance value of the sixth resistor R6, the first output voltage Vo1, the second output voltage Vo2, the fourth voltage V4, and the fifth voltage V5. When the fifth resistor R5 and the fifth switch K5 are connected between the first end of the signal source A1 and the carriage positive bus M1, the insulation resistance of the carriage negative bus M2 can be generated; when the fifth resistor R5 and the fifth switch K5 are connected between the first end of the signal source a1 and the car negative bus M2, an insulation resistance of the car positive bus M1 may be generated. In other words, connecting the insulation detecting device 170 of the embodiment of fig. 11 between the cabin positive bus M1 and the hull ground can generate the insulation resistance of the cabin negative bus M2, and connecting the insulation detecting device 170 of the embodiment of fig. 11 between the negative bus M and the hull ground can generate the insulation resistance of the cabin 2 cabin positive bus M1.

Specifically, taking an example that the fifth resistor R5 and the fifth switch K5 are connected between the first end of the signal source a1 and the vehicle cabin negative bus M2 as an example, since the principle that the fifth resistor R5 and the fifth switch K5 are connected between the first end of the signal source a1 and the vehicle cabin positive bus M1 is substantially the same as that of the present embodiment, detailed description is omitted here.

As shown in fig. 11, the insulation resistance of the cabin positive bus M1 to the hull ground is assumed to be R35. In the embodiment of fig. 11, the insulation detection device 170 performs insulation detection by a signal injection method, the fifth resistor R5 is a coupling resistor, the sixth resistor R6 is a current sampling resistor, the V6 is a voltage between the vehicle cabin positive bus M1 and the vehicle cabin negative bus M2, and the signal amplitude of the signal source a1 is variable.

When performing insulation detection, the insulation detecting device 170 may first control the fifth switch K5 to be closed, then control the signal source a1 to inject a signal according to the first output voltage Vo1, and detect the voltage of the sixth resistor R6 through the fourth voltage detector 174 to obtain the fourth voltage V4, at this time, the fourth voltage V4 may satisfy the formula

And a control signal source A1 is arranged according toInjecting a signal according to the second output voltage Vo2, detecting the voltage of the sixth resistor R6 by the fourth voltage detector 174 to obtain a fifth voltage V5, wherein the fifth voltage V5 satisfies the formula

The sum of the joint formula and the available,

thereby passing through the formula

The insulation resistance of the carriage positive bus M1 and the insulation resistance of the carriage negative bus M2 can be respectively calculated,

Therefore, whether insulation faults occur in each carriage can be detected in time through the insulation detection device, personal safety of equipment and passengers on the train is ensured, and reliability and safety of train power supply are improved.

It should be understood that the second insulation detecting device 180 may adopt the structure of the embodiment of fig. 10 or 11, and the embodiment of fig. 10 or 11 is used for the second insulation detecting device 180, except that the cabin positive bus M1 is replaced by the battery positive bus P1, and the cabin negative bus M2 is replaced by the battery negative bus P2, so that the insulation resistance of the battery positive bus P1 and the insulation resistance of the battery negative bus P2 can be obtained.

Further, according to an embodiment of the present invention, as shown in fig. 12, the insulation detecting system of the train further includes: the train insulation detection device 20 is connected between a grid positive bus L1 and a grid negative bus L2, and the train insulation detection device 20 is connected between the grid positive bus L1 and the grid negative bus L2. The train insulation detection device 20 is used for detecting the insulation between the positive grid bus L1 and the negative grid bus L2, that is, the train insulation detection device 20 is used for detecting the insulation between the positive grid bus L1 and the negative grid bus L2. In other words, the train insulation detection device 20 is used to detect the insulation condition of the entire train.

It should be understood that the train insulation detection device 20 may adopt the structure of the embodiment of fig. 10 or 11, and the embodiment of fig. 10 or 11 is used for the train insulation detection device 20, except that the car positive bus M1 is replaced by the grid positive bus L1, and the car negative bus M2 is replaced by the grid negative bus L2, so that the insulation resistance of the grid positive bus L1 and the insulation resistance of the grid negative bus L2 can be obtained.

Further, according to an embodiment of the present invention, as shown in fig. 9, the insulation detecting system of a train further includes: and the train controller 30, wherein the train controller 30 is configured to sequentially start the fault locating devices 130 in the train cars 10 and locate the insulation fault through the fault locating devices 130 in the cars when the train insulation detecting device 20 or the substation insulation detecting device 210 detects the insulation fault.

According to an embodiment of the present invention, the train insulation detection device 20, the insulation detection device 170, and the train controller 30 may all access a communication network of the train, and the train insulation detection device 20, the insulation detection device 170, and the train controller 30 may communicate with each other through the communication network. Alternatively, according to another embodiment of the present invention, the train insulation detecting device 20 communicates with the insulation detecting device 170 of each car 10 to acquire the insulation condition of each car 10, and only the train insulation detecting device 20 and the train controller 30 access the communication network of the train, so that the information generated by the insulation detecting device 170 can be judged by the train insulation detecting device 20 and then transmitted.

Specifically, when a train runs on a track, the train insulation detection device 20 may generate alarm information when it detects that an insulation fault occurs in the entire train itself or any one of the insulation detection devices 170 in each car 10 or the second insulation detection device 180 detects that an insulation fault occurs in the corresponding car 10, the train insulation detection device 20 may transmit the alarm information to the train controller 30 through a communication network, and the train controller 30, after receiving the alarm information, sequentially starts the fault location devices 130 in the cars 10 and locates the insulation fault through the fault location devices 130 in the cars.

When a train enters a station, the train insulation detection device 20, the insulation detection device 170 and the second insulation detection device 180 on the train stop insulation detection, insulation detection is performed through the substation insulation detection device 210, the substation insulation detection device 210 can communicate with the train controller 30 of the train, when the substation insulation detection device 210 detects an insulation fault, insulation fault information can be sent to the train designated to perform fault location, after the train controller 30 of the train receives the insulation fault information, fault location can be performed through the fault location device 130, a fault location instruction can be sent to other trains at the station by the train, and fault location can be performed by other trains through the fault location device 130 of the train designated to perform fault location.

It should be understood that, since the car positive bus M1 of the cars 10 are connected together, the car negative bus M2 of the cars 10 are connected together, and the car housings of the cars 10 are connected together, the switching of the first switch K1 and the second switch K2 in the fault locating device 130 will affect each other, so that the train controller 30 can sequentially activate the fault locating devices 130 in the cars 10 during fault locating to ensure that only one fault locating device 130 performs a switching operation at a time.

Specifically, the train controller 30 may sequentially activate the fault locating device 130 in the car 10, that is, close the first switch K1 and the second switch K2 controlling the fault locating device 130, after the fault locating device 130 of any car is activated, the fault locating device 130 may monitor the current value detected by the first current sensor 110 and/or the second current sensor 160 of the car, if the current value detected by the first current sensor 110 is greater than the preset current threshold value or the current value detected by the second current sensor 160 is greater than the preset current threshold value, the fault locating device 130 may generate fault locating information and transmit the fault locating information to the train controller 30, so that the specific location where the insulation fault occurs may be determined. In addition, in other embodiments, after the fault locating device 130 of any car is activated, the fault locating devices 130 of other cars may also monitor the current values detected by the first current sensor 110, the second current sensor 160 (when the non-isolated DC/DC module 150 is used), and the third current sensor 161 (when the bidirectional isolated DC/DC module 151 is used) of the respective car, so as to determine the specific location of the insulation fault of other cars according to the detected current values.

In addition, according to an embodiment of the present invention, the train controller 30 may also be configured to activate the fault locating device 130 in any one of the cars 10 and deactivate the fault locating devices 130 in the other cars 10 when the train insulation detecting device 20 detects an insulation fault, and locate the insulation fault through the fault locating devices 130 in the cars.

That is, when performing fault location, the train controller 30 may control the fault location device 130 of any one of the plurality of cars 10 to be activated, so that only one fault location device performs a switching operation at a time, and when the fault location device 130 of any one car is activated, the fault location device 130 of each car 10 may detect a current value detected by the first current sensor 110 and/or the second current sensor 160 in the respective car, and generate fault location information when the current value detected by the first current sensor 110 is greater than a preset current threshold value or the current value detected by the second current sensor 160 is greater than a preset current threshold value, so as to determine a specific location where an insulation fault occurs.

Therefore, the insulation detection system of the train can position the insulation fault through the cooperation among the fault positioning device 130, the insulation detection device 170, the second insulation detection device 180 and the train insulation detection device 20, and can avoid the interference caused by the simultaneous fault positioning of a plurality of carriages and improve the accuracy of the fault positioning.

As described above, in one embodiment of the present invention, when the train travels on the track, a plurality of trains 100, such as the train 1 and the train 2 in fig. 2, respectively pass through the insulation condition of the respective trains, and for example, each train 100 can perform insulation detection through the respective insulation detection device 170, the second insulation detection device 180, and the train insulation detection device 20. The train controller 30 of each train can start the fault locating device 130 in the car 10 or only start the fault locating device 130 of a certain car in sequence when the train insulation detection device 20 detects an insulation fault, and switch to the fault locating devices 130 of other cars after the fault locating device 130 of the car reports the fault, so that the insulation fault is located through the fault locating devices 130 in the cars, and a specific car and a specific load with the insulation fault are located.

When a train enters a station, the train controller 30 on the train at the stop station may control the insulation detection device 170, the second insulation detection device 180 (when the bidirectional isolation DC/DC module 151 is used), and the train insulation detection device 20 to be turned off to stop detection, and the insulation detection of the whole system is performed by the substation insulation detection device 210 installed in the substation 200. When the insulation fault is detected by the substation insulation detection device 210, the specific faulty vehicle can be located, and the specific faulty car and load can be relocated. Specifically, after the insulation fault is detected by the substation insulation detection device 210, the insulation fault information may be sent to the train designated to perform fault location, the train controller 30 of the designated train may control the first switch K1 of the fault location device 130 of a certain car 10 to be closed and the second switch K2 to be closed, at this time, the fault location device 130 is in a state of locating the negative insulation fault, the designated train may send a command of locating the negative insulation fault to other trains at the station, the first switch K1 and the second switch K2 of the fault location device 130 of the other trains are both opened, the designated train and the other trains both monitor the current value detected by the first current sensor 110 of the designated train and the other trains, which are arranged at the entrance of the load 120, when the detected current value exceeds the preset current threshold, the insulation fault occurs at the negative electrode of the load 120 is determined, and the designated train and the other trains both monitor the second current sensor 160 or the third current sensor 161 of the designated train to determine whether the negative electrode of the battery 140 occurs And (4) insulation fault, after each train reads the current value detected by the current sensor, positioning cathode insulation fault completion information can be sent to the designated train.

Then the train controller 30 of the designated train can control the second switch K2 of the fault location device 130 of a certain car 10 to be closed and the first switch K1 to be turned off, at this time, the fault location device 130 is in a state of locating the positive insulation fault, the designated train can send a command of locating the positive insulation fault to other trains at the station, the first switch K1 and the second switch K2 of the fault location device 130 of other trains are both turned off, the designated train and other trains monitor the current value detected by the first current sensor 110 arranged at the entrance of the load 120, when the detected current value exceeds a preset current threshold value, the positive electrode of the load 120 is determined to have the insulation fault, and the designated train and other trains monitor the second current sensor 160 or the third current sensor 161 of the designated train to determine whether the positive electrode of the battery 140 has the insulation fault, after each train reads the current value detected by the current sensor, and the positive insulation fault positioning completion information can be sent to the designated train. Then, the train controller 30 of the designated train may control both the first switch K1 and the second switch K2 of a certain car to be turned off, and the fault locating process is ended.

Therefore, mutual influence between the insulation detection devices of the carriages and the insulation detection device of the transformer substation can be avoided, the insulation resistance detection accuracy is improved, and insulation faults are prevented from being reported by mistake. Moreover, mutual influence caused by simultaneous fault location of a plurality of carriages can be avoided, and the accuracy of fault location is improved.

Finally, the embodiment of the invention also provides a train, which comprises the insulation detection system of the embodiment.

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

According to the train provided by the embodiment of the invention, the position of the insulation fault, such as a specific carriage and a specific load, can be accurately determined, and the reliability and the safety of train power supply are improved.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.

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

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. The insulation detection system of the train is characterized in that the train is powered by a power grid, the power grid comprises a positive power grid bus and a negative power grid bus, a transformer substation comprises a transformer substation insulation detection device, the train further comprises a grounding brush, the grounding brush is located at a preset position of the train when the train does not enter the station, and the grounding brush cannot contact the ground; when the train is coming to a station, the grounding brush is in an extending state to be connected with the ground, the train comprises a plurality of carriages, and each carriage comprises:

the carriage positive bus is connected with the power grid positive bus;

the carriage negative bus is connected with the power grid negative bus;

the fault positioning device is connected between the carriage positive bus and the carriage negative bus;

the insulation detection device is connected between the carriage positive bus and the carriage negative bus and used for performing insulation detection on the carriage positive bus and the carriage negative bus when the train does not enter the station;

the transformer substation insulation detection device is used for performing insulation detection when the train enters the station;

when a train enters a station, the train stops insulation detection, a plurality of trains and the transformer substation are equivalent to a power supply system, the power supply system is subjected to insulation detection through the transformer substation insulation detection device, and when the transformer substation insulation detection device detects an insulation fault, the train with the fault is positioned firstly, and then the carriage with the fault is positioned.

2. The insulation detection system of a train as claimed in claim 1, wherein said car further comprises:

the first current sensor is connected between the carriage positive bus and the carriage negative bus;

a load connected to the first current sensor;

the fault positioning device is used for communicating the passages of the carriage positive bus and the carriage negative bus with the load so as to perform negative insulation detection and positive insulation detection on the load.

3. The insulation detection system of a train according to claim 2, wherein the fault location device specifically comprises:

the first resistor is connected with the carriage positive bus;

the first switch is connected with the vehicle shell;

the second resistor is connected with the negative bus of the carriage;

a second switch coupled to the hull ground;

and the controller is used for controlling the first switch and the second switch.

4. The insulation detection system of a train according to claim 3, wherein the controller controls both the first switch and the second switch to be turned off when the train is not subjected to insulation detection; when the train carries out insulation detection, the controller controls the first switch to be closed and controls the second switch to be opened, negative insulation detection is carried out on the load through the current value detected by the first current sensor, the second switch is controlled to be closed and controls the first switch to be opened, and positive insulation detection is carried out on the load through the current value detected by the first current sensor.

5. The insulation detecting system of a train according to claim 1, wherein the insulation detecting device comprises:

the third resistor and the third switch are connected between the carriage positive bus and the shell ground in series;

the fourth resistor and the fourth switch are connected between the negative bus of the carriage and the ground of the vehicle shell in series;

a first voltage detector for detecting a voltage of the third resistor to generate a first voltage;

a second voltage detector for detecting a voltage of the fourth resistor to generate a second voltage;

a third voltage detector for detecting a voltage between the cabin positive bus and the cabin negative bus to generate a third voltage.

6. The insulation detection system of a train according to claim 5, wherein the insulation resistance of the car positive bus and the insulation resistance of the car negative bus are generated based on a resistance value of the third resistance, a resistance value of the fourth resistance, the first voltage, the second voltage, and the third voltage.

7. The insulation detecting system of a train according to claim 1, wherein the insulation detecting device comprises:

a signal source;

the fifth resistor and the fifth switch are connected between the first end of the signal source and the carriage positive bus or between the first end of the signal source and the carriage negative bus;

a sixth resistor connected between the second end of the signal source and the vehicle shell ground;

a fourth voltage detector for detecting a voltage of the sixth resistor;

when the signal source outputs the first output voltage, the voltage of the sixth resistor is a fourth voltage, and when the signal source outputs the second output voltage, the voltage of the fifth resistor is a fifth voltage.

8. The insulation detection system of a train according to claim 7, wherein the insulation resistance of the negative car bus or the insulation resistance of the positive car bus is generated based on a resistance value of the fifth resistor, a resistance value of the sixth resistor, the first output voltage, the second output voltage, the fourth voltage, and a fifth voltage.

9. The insulation detection system of a train according to claim 1, further comprising:

and the train insulation detection device is connected between the power grid positive bus and the power grid negative bus.

10. The insulation detection system of a train as claimed in claim 9, further comprising:

and the train controller is used for sequentially starting the fault positioning devices in the carriage when the train insulation detection device or the substation insulation detection device detects an insulation fault, and positioning the insulation fault through the fault positioning devices in the carriage.

11. A train comprising an insulation detection system as claimed in any one of claims 1 to 10.