JP2023036059A - Railroad vehicle - Google Patents

Abstract

To provide a railroad vehicle that facilitates measurement of insulation resistance of an electric circuit.SOLUTION: In a non-energized time when a pantograph 17 is lowered so that supply of electric power to a power source wire 18 is cut off, an electromagnetic switch 44a opens, so that connection of electric motors 22 to a grounding wire 40 through an electric wire 24 for electric motors is disconnected. In this state, a contact-type monitoring device 70b applies a voltage to a space between the electric wire 24 for electric motors connected to the electric motors 22 and the grounding wire 40 to measure insulation resistance of the electric wire 24 for the electric motors. Thus, mounting the contact-type monitoring device 70b on a railroad vehicle 10 can make measurement of insulation resistance of the electric wire 24 for electric motors easier than conventional methods for measuring insulation resistance.SELECTED DRAWING: Figure 2

Description

TECHNICAL FIELD The present invention relates to a railway vehicle capable of facilitating measurement of insulation resistance of electric circuits.

A railway vehicle, for example, converts electric power supplied from an overhead wire through a pantograph by a conversion device such as a VVVF inverter or SIV and outputs the converted electric power, and the output electric power is used to operate various electric devices such as an electric motor. Conventionally, in order to evaluate the soundness of electric circuits such as a power line connecting a pantograph and a converter, and an output line connecting a converter and a plurality of electrical devices, for example, regular inspections every 90 days have been performed to check the integrity of the electric circuit. Measuring insulation resistance.

During periodic inspections, the pantograph is lowered to cut off the power supply from the overhead wire to the rolling stock, and multiple switches are manually operated to disconnect the electrical circuit to be measured from the ground, and then the electrical circuit to be measured is insulated. Connect a resistance measuring instrument to measure the insulation resistance. After the measurement, it is necessary to remove the insulation resistance measuring instrument, ground the object to be measured again, supply power, and confirm that the device operates normally. It takes a lot of labor and time to individually perform various operations such as measurement and confirmation for each railway vehicle.

Patent Document 1 discloses that the insulation resistance (leakage current) of a part of the main circuit (power line) from the pantograph to the conversion device in the electric circuit of the railroad vehicle is measured by a test circuit mounted on the railroad vehicle. It is Specifically, in Patent Document 1, the pantograph separated from the overhead wire and the conversion device are separated by a high-speed circuit breaker, and the conversion device is separated from the grounding part by a contactor (switch). The insulation resistance of the main circuit is measured by applying a voltage from the test circuit between the main circuit on the pantograph side of the machine and the grounding part (vehicle body).

JP 2012-223020 A

However, in Patent Document 1, since the output wire to which the output power is supplied from the converter can be easily disconnected from the main circuit by breaking the high-speed circuit breaker, measuring the insulation resistance of the output wire is not taken into consideration. . Due to the large number of switches used to separate multiple output wires from ground, the conventional periodical inspection method for measuring the insulation resistance of output wires requires a particularly large amount of time to manually open and close multiple switches. In addition, there is a problem that there are many work processes.

SUMMARY OF THE INVENTION An object of the present invention is to provide a railway vehicle capable of easily measuring insulation resistance of an electric circuit.

In order to achieve this object, the railway vehicle of the present invention runs on a rail, and has a ground portion connected to the rail, a power line to which power is supplied, and a power line connected to the power line, A conversion device that adjusts and outputs the input voltage from the power line, an output wire that supplies output power from the conversion device, an electrical device that is connected to the output wire and is operated by the output power, and the electrical device and the grounding portion via the output wire so as to be openable and closable, and an electromagnetic switch that opens in response to interruption of power supply to the power supply line; and a monitoring device that measures the insulation resistance of the output wire by applying a voltage between the output wire connected to the disconnected electrical device and the ground portion.

Examples of conversion devices include an inverter that converts DC power into AC power, a converter that converts AC power into DC power, and a transformer that transforms voltage. Also, a combination of a plurality of these inverters, converters, and transformers may be used as a conversion device.

According to the railway vehicle of claim 1, when the supply of power to the power line is interrupted, the electromagnetic switch opens, and the connection between the electrical equipment and the grounding portion is cut off via the output wire. In this state, the monitoring device applies a voltage between the output wire connected to the electrical equipment and the ground portion, and measures the insulation resistance of the output wire. In this way, by installing a monitoring device in a railway vehicle, conventionally, various operations such as cutting off the power supply, disconnecting the object to be measured from the ground, and connecting the measuring instrument to the object to be measured can be performed on each railway vehicle. The insulation resistance of the output wire can be easily measured compared to the method of measuring the insulation resistance individually. In particular, the electromagnetic switch disconnects the measurement target from the ground when the power supply is interrupted, eliminating the need to manually disconnect the measurement target from the ground, making it easier to measure the insulation resistance of the measurement target. .

According to the railway vehicle of claim 2, in addition to the effects of the railway vehicle of claim 1, the following effects are obtained. When the power supply line is not energized, the power supply side switch is opened, the ground side wire connected to the input side of the converter is disconnected from the ground part, and the power supply line on the input side of the converter is also disconnected from the ground part. . In this state, the monitoring device applies a voltage between the ground portion and at least one of the power line and the ground wire, and measures the insulation resistance of at least one of the power wire and the ground wire. This makes it easier to measure the insulation resistance of the power line and the ground side wire compared to the conventional insulation resistance measurement method. In particular, the power switch disconnects the object to be measured from the ground when the power supply is interrupted, eliminating the need to manually disconnect the object to be measured from the ground.

According to the railway vehicle of claim 3, in addition to the effects of the railway vehicle of claim 1 or 2, the following effects are achieved. A first switch that can be opened and closed is connected to an electric wire whose insulation resistance is to be measured, and when the first switch is closed, the voltage detector is connected to the object to be measured. At this time, if the voltage detected by the voltage detection unit is equal to or less than a predetermined value, it can be found that the residual voltage of the object to be measured when not energized is small, or that a large voltage is not applied to the object to be measured due to energization. That is, it can be seen that the voltage that affects the measurement of the insulation resistance of the object to be measured is small. In this case, furthermore, by closing the second switch that is openably/closably connected to the voltage detecting section and the first switch, a measuring circuit that measures the insulation resistance of the object to be measured is formed. As a result, the monitoring device can improve the detection accuracy of the insulation resistance to be measured without reducing the reliability of the existing circuit.

According to the railcar of claim 4, in addition to the effects of the railcar of any one of claims 1 to 3, the following effects are obtained. When the resistance measurement unit is connected to the wire to be measured that has been disconnected from the ground, and the voltage application unit applies a positive voltage to the ground, the resistance measurement unit measures the insulation resistance of the measurement target based on that voltage. do. The connection between the resistance measuring section and the object to be measured is switched by the switching section to the connection between the resistance measuring section and the grounding section via the reference resistor. In such a switched state, the resistance measuring section measures the resistance value of the reference resistor instead of the insulation resistance based on the voltage applied by the voltage applying section. By comparing the measured resistance value with the resistance value of a predetermined reference resistor, normal operation of the monitoring device can be confirmed.

1 is a circuit diagram schematically showing an electric circuit of a rail vehicle in a first embodiment; FIG. FIG. 2 is a circuit diagram schematically showing an electric circuit of a railway vehicle upstream of an SIV; FIG. 2 is a circuit diagram schematically showing an electric circuit of a railroad vehicle downstream of an SIV; 1 is a block diagram showing an electrical configuration of a railway vehicle; FIG. It is a block diagram showing an electrical configuration of a contact-type monitoring device. It is the figure which showed typically the content of each measurement result memory. 4 is a flowchart of main processing executed by a CPU of the contact-type monitoring device; 4 is a flowchart of resistance measurement processing; It is a flow chart of post-measurement processing. 4 is a flowchart of self-diagnostic processing; 4 is a flowchart of main processing executed by a CPU of a railroad vehicle control device; 7 is a graph showing changes over time in insulation resistance measurement results and future predictions; FIG. 7 is a circuit diagram schematically showing an electric circuit of a railroad vehicle upstream of an SIV in a second embodiment; FIG. 7 is a circuit diagram schematically showing an electric circuit of a railroad vehicle located downstream of an SIV in a second embodiment; FIG. 11 is a circuit diagram schematically showing an electric circuit of a railway vehicle in a third embodiment; 2 is a block diagram showing an electrical configuration of an AC monitoring device; FIG. 4 is a flowchart of main processing executed by a CPU of the AC monitoring device; FIG. 11 is a circuit diagram schematically showing an electric circuit of a railway vehicle in a fourth embodiment; 9 is a flowchart of warning display processing; FIG. 11 is a circuit diagram schematically showing an electric circuit of a rail vehicle in a fifth embodiment;

Preferred embodiments will now be described with reference to the accompanying drawings. First, with reference to FIG. 1, the outline of the railcar 10 in 1st Embodiment is demonstrated. FIG. 1 is a circuit diagram schematically showing an electric circuit of railcars 10 and 11. As shown in FIG.

Each of the railway vehicles 10 and 11 is a DC train, and includes a metal car body 12, a plurality of wheels 13 that support the car body 12 and roll on the rail 2, and a rail direction (front and rear) of the car body 12. direction), and a plurality of electric devices such as an air conditioner 15 and a lighting 16. The connecting part 14 includes a coupler that mechanically couples the railcars 10 and 11 to transmit tensile force and compressive force between the vehicles, an electric coupler that electrically couples the railcars 10 and 11 together, including.

A train set is configured by connecting the connecting portions 14 of the railway cars 10 and 11 to each other. The railway vehicle 10 is a power vehicle that has a plurality of electric motors 22 as motive power, rotates the wheels 13 with the electric motors 22 , and runs on the rails 2 . On the other hand, the railroad vehicle 11 is an accompanying vehicle that travels along with the railroad vehicle 10 without power.

An overhead wire 4 is laid over the rail 2 . A DC current of high voltage (1500 V in this embodiment) flows through the overhead wire 4 by generating an electromotive force in the substation 6 with respect to the grounded rail 2 . By raising a pantograph 17 provided on the upper part of the vehicle body 12 of the railway vehicle 10 and bringing it into contact with the overhead wire 4 , DC power is supplied from the overhead wire 4 to the power supply line 18 of the railway vehicle 10 via the pantograph 17 .

The power line 18 is connected to a VVVF inverter 20 and a static inverter (SIV) 30 mounted on the railcar 10, respectively. Both the VVVF inverter 20 and the SIV 30 are conversion devices that convert, adjust, and output DC power input from the power supply line 18 to AC power.

The output side of the VVVF inverter 20 is connected to a plurality of electric motors 22 via electric motor wires 24 , and the electric motors 22 are operated by AC power output from the VVVF inverter 20 . The VVVF inverter 20 is configured to be able to variably control the voltage and frequency of AC power to be output. The rotation speed and torque of the electric motor 22 are controlled according to the control of the voltage and frequency of the AC power, and the running speed of the railway vehicle 10 is controlled.

The SIV 30 outputs a fixed voltage (440 V in this embodiment) and fixed frequency AC power. A first low-voltage AC electric circuit 32 is connected to the output side of the SIV 30 . The first low-voltage AC electric line 32 is drawn through between the connecting portions 14 at both ends of the railway vehicle 10 . A first low-voltage AC electric line 32 is also drawn between the joints 14 of the railcars 11 , and the first low-voltage AC electric lines 32 of the railcars 10 and 11 are connected via the joints 14 . In each of the railcars 10 and 11 , the air conditioner 15 is connected to the first low-voltage AC electric circuit 32 , and the AC power supplied from the first low-voltage AC electric circuit 32 operates the air conditioner 15 .

A second low-voltage AC electric line 36 is connected to the first low-voltage AC electric line 32 via an insulating transformer 34 . The isolation transformer 34 has a primary winding (not shown) connected to the first low voltage AC electric circuit 32 and a secondary winding (not shown) connected to the second low voltage AC electric circuit 36 with the same iron core. and the primary and secondary windings are insulated. The isolation transformer 34 transforms the voltage of the AC power input from the first low-voltage AC electric line 32 to 100 V in this embodiment, and outputs it to the second low-voltage AC electric line 36 .

The second low-voltage AC electric line 36, like the first low-voltage AC electric line 32, is drawn between the connecting portions 14 at both ends of the railcars 10 and 11, respectively. The second low-voltage AC electric lines 36 of the railcars 10 and 11 are connected to each other via the connecting portion 14 . In each of the railcars 10 and 11, a plurality of electric devices such as the lighting 16 are connected to the second low-voltage AC electric line 36, and electric power supplied from the second low-voltage AC electric line 36 operates the electric devices.

Next, the electric circuit of the railcar 10 will be described in more detail with reference to FIGS. 2 and 3. FIG. FIG. 2 is a circuit diagram schematically showing an electric circuit of railcar 10 upstream (on the side of pantograph 17) of SIV 30. As shown in FIG. FIG. 3 is a circuit diagram schematically showing an electrical circuit of railcar 10 downstream of SIV 30 (on the side of electrical equipment such as air conditioner 15).

As shown in FIG. 2 , the vehicle body 12 (part of the grounding portion) is grounded by being connected to the rail 2 via the wheels 13 . In addition, the railcar 10 is provided with a ground wire 40 (part of the grounding portion) that is drawn between the connecting portions 14 (see FIG. 1) at both ends. The ground wire 40 is grounded by being connected to the rail 2 via the vehicle body 12 and the wheels 13 .

The input sides of the VVVF inverter 20 and the SIV 30 are provided with a positive terminal to which the power supply line 18 is connected and a negative terminal to which the ground side wire 42 is connected, respectively. The ground-side wire 42 is connected to the ground wire 40, and the pantograph 17 contacts the overhead wire 4, thereby forming a closed circuit between the VVVF inverter 20 and the SIV 30 and the substation 6 via the overhead wire 4 and the rail 2. be. As a result, the railcar 10 is energized.

Between the grounding wire 42 and the grounding wire 40 are two electromagnetic switches (MS) 44a provided in parallel, and a manual switch (MS) 44a connected in series to the grounding wire 40 side of the electromagnetic switches 44a. S) 46a. The electromagnetic switch 44a is a latch-type switch that opens and closes with an electric signal. That is, the electromagnetic switch 44a is closed when the railway vehicle 10 is energized (during running). The manual switch 46a is a switch that opens and closes the electric circuit according to manual operation.

By closing at least one of the two electromagnetic switches 44a and the manual switch 46a, the ground-side wire 42 and the ground wire 40 are connected. By opening at least one of both the electromagnetic switch 44a and the manual switch 46a, the ground-side wire 42 is disconnected from the ground wire 40. As shown in FIG.

Electromagnetic switches 44b to 44i, which will be described later, are configured in the same manner as the electromagnetic switch 44a except for their arrangement. In each drawing other than FIG. 2, only one of the two electromagnetic switches 44a to 44i provided in parallel is illustrated, and the illustration of the other is omitted. Hereinafter, the electromagnetic switches 44a to 44i will be referred to as an electromagnetic switch 44 when described without distinction. Further, manual switches 46b to 46i, which will be described later, are configured in the same manner as the manual switch 46a except for their arrangement. Hereinafter, the manual switches 46a to 46i will be referred to as a manual switch 46 when described without distinguishing between them.

Conventionally, in a periodic inspection for measuring the insulation resistance of each part of the railcar 10 , first, the pantograph 17 is lowered and separated from the overhead wire 4 to cut off the power supply from the overhead wire 4 to the power supply line 18 . Next, the manual switch 46a is manually opened to disconnect the ground wire 42 from the ground wire 40, and the connection between the ground wire 40 and the power supply wire 18 via the VVVF inverter 20 and SIV 30 is disconnected. After that, an insulation resistance measuring instrument (not shown) connected to the power line 18 and the ground line 40 is used to apply a voltage to the ground portion such as the ground line 40 and the vehicle body 12. Leakage current generated in the power line 18 is detected, and the insulation resistance of the power supply line 18 to the ground is measured. Similarly, the insulation resistance of the ground wire 42 is measured by an insulation resistance measuring instrument connected to the ground wire 42 and the ground wire 40 .

On the other hand, the railway vehicle 10 of the present embodiment is equipped with a contact monitoring device 70a that automatically measures the insulation resistance of the power supply line 18 or the ground side electric wire 42 with respect to the ground portion at a predetermined timing. The contact-type monitoring device 70a has a terminal V connected to the ground wire 40 via the wire AV, a terminal a connected to the power supply wire 18 via the wire Aa, and a terminal connected to the ground side wire 42 via the wire Ab. and b.

Note that the contact-type monitoring devices 70b to 70g, which will be described later, are configured substantially the same as the contact-type monitoring device 70a except that the arrangement, the voltage value to be applied, and the number of terminals are different. Hereinafter, the contact-type monitoring devices 70a to 70g will be referred to as the contact-type monitoring device 70 when described without distinction.

The measurement timing of the insulation resistance by the contact-type monitoring device 70 is when the pantograph 17 is lowered and the power supply to the power supply line 18 of the railway vehicle 10 is cut off. The contact monitoring device 70 operates by the storage battery 82 (see FIG. 3) even when the railway vehicle 10 is not energized (when power supply from the overhead wire 4 to the railway vehicle 10 is cut off).

The electromagnetic switch 44 a is opened in response to the cutoff of the power supply to the railroad vehicle 10 , and the power supply line 18 and the ground-side electric wire 42 are disconnected from the ground line 40 . In this state, the contact monitoring device 70a measures the insulation resistance of the power line 18 connected to the terminal a by applying a voltage between the terminal V and the terminal a. In the same state, by applying a voltage between the terminal V and the terminal b instead of between the terminal V and the terminal a, the insulation resistance of the ground-side wire 42 connected to the terminal b can be measured.

The voltage applied by the contact-type monitoring device 70a is set to be equal to or lower than the voltage of the power supplied from the overhead wire 4 to the power line 18 (DC 1500V). Thereby, it is possible to suppress dielectric breakdown of the VVVF inverter 20 and the like connected to the power line 18 due to the voltage applied to the contact-type monitoring device 70a.

Since the contact-type monitoring device 70a as described above is mounted on the railway vehicle 10, conventionally, the power supply is cut off, the ground wire 40 (grounding portion) of the object to be measured is disconnected, and the measuring instrument is connected to the object to be measured. Compared to the method of measuring the insulation resistance of the periodical inspection in which the various works are individually performed for each railway vehicle 10, the measurement of the insulation resistance of the power supply line 18 and the ground side electric wire 42 can be facilitated.

In addition, since the measurement by the contact-type monitoring device 70 is automatically performed with the lowering of the pantograph 17 as a trigger, compared with the conventional measurement method of manually measuring the insulation resistance, the object to be measured (the power supply line 18 and the This makes it easier to measure the insulation resistance of the ground wire 42). Furthermore, since the object to be measured is separated from the ground wire 40 by the electromagnetic switch 44 as the pantograph 17 descends, the task of manually separating the object to be measured from the ground wire 40 can be eliminated, and the insulation resistance of the object to be measured can be measured. easier to do.

In addition, since the manual switch 46 is connected in series with the electromagnetic switch 44, the insulation resistance of each part of the railway vehicle 10 can be measured even in the conventional periodical inspection performed with the manual switch 46 open. As a result, when deterioration of the insulation resistance to be measured by the contact monitoring device 70 is suspected, the insulation resistance of each part of the railway vehicle 10 can be measured in detail by the periodic inspection.

In addition, since the two electromagnetic switches 44 are provided in parallel, even if one of the two parallel electromagnetic switches 44 does not close due to a failure, if the other closes according to the rise of the pantograph 17, measurement An object (for example, the ground-side electric wire 42) can be connected to the ground wire 40, and the railcar 10 can run normally. That is, even if the electromagnetic switches 44 are provided for measuring the insulation resistance by the contact monitoring device 70, the railway vehicle 10 can be run normally unless two parallel electromagnetic switches 44 fail at the same time. .

The VVVF inverter 20 outputs three-phase AC power to electric motor wires 24 . Therefore, the motor wire 24 is configured by a set of three wires 24u, 24v, and 24w. The electric wires 24 u , 24 v , 24 w are each branched and connected to the plurality of electric motors 22 .

The electric motor 22 is a three-phase induction motor operated by three-phase AC power, and includes coils 22a to which electric wires 24u, 24v, and 24w are respectively connected, and a housing 22b surrounding the coils 22a. The housing 22b is connected to the ground wire 40 via the housing ground wire 22c and constitutes a part of the ground portion.

The railway vehicle 10 is equipped with a contact monitoring device 70b that automatically measures the insulation resistance of the coil 22a and the electric wires 24u, 24v, 24w with respect to the grounding portions of the housing 22b and the vehicle body 12 at predetermined timings. The contact monitoring device 70b has a terminal V connected to the ground wire 40 via the wire BV, and a terminal a connected to the wire 24w via the wire Ba. The wire Ba may be connected to the wire 24u or the wire 24v.

When the electromagnetic switch 44a opens in response to the lowering of the pantograph 17 (cutting off the power supply to the power supply line 18) and the grounding wire 42 is disconnected from the grounding wire 40, the grounding wire 42 and the VVVF inverter 20 The connection between the electric motor wire 24 and the coil 22a and the ground wire 40 is cut off. In this state, the contact monitoring device 70b applies a voltage between the terminal V and the terminal a.

Thereby, the contact-type monitoring device 70b measures the insulation resistance between the electric wire 24w connected to the terminal a, the coil 22a connected to the electric wire 24w, and the electric wires 24u and 24v connected to the coil 22a. As a result, by mounting the contact-type monitoring device 70b on the railway vehicle 10, similarly to the contact-type monitoring device 70a, measurement of the insulation resistance of the electric motor 22 and the electric wire 24 for the electric motor can be performed more effectively than the conventional insulation resistance measurement method. can be easily

The voltage applied by the contact-type monitoring device 70b is set to be equal to or less than the withstand voltage standard (for example, 250 to 500 V) on the output side of the VVVF inverter 20. FIG. Thereby, it is possible to suppress dielectric breakdown inside the VVVF inverter 20 due to the voltage applied to the contact-type monitoring device 70b.

As shown in FIG. 3, the first low voltage AC electric line 32 connected to the output side of the SIV 30 is composed of a set of three electric wires 32u, 32v and 32w. Also, the first low-voltage AC electric line 32 passes through the inside of the SIV 30 and is connected to the ground wire 40 via an electromagnetic switch 44b and a manual switch 46b. Therefore, when the railway vehicle 10 is energized (when power is supplied from the overhead wire 4 to the railway vehicle 10), the first low-voltage AC electric line 32 is grounded.

The SIV 30 outputs three-phase AC power to the electric wires 32u, 32v and 32w to operate the air conditioners 15 connected to the electric wires 32u, 32v and 32w. Also, the primary winding of the insulating transformer 34 connects the electric wires 32u, 32v, 32w to each other.

A second low voltage AC electric line 36 connected to the secondary winding of the insulating transformer 34 is composed of a set of three electric wires 36r, 36n and 36t. The electric wires 36r, 36n and 36t are connected to each other by the secondary winding of the isolation transformer 34. FIG. The electric wire 36n is connected to the ground wire 40 via the electromagnetic switch 44c and the manual switch 46c. Therefore, when the railcar 10 is energized, the electric wire 36n is grounded, and the grounding wire 40 also functions as the electric wire 36n (part of the second low-voltage AC electric line 36).

The insulating transformer 34 outputs single-phase AC power so that the electric potential difference of the electric wire 36r with respect to the electric wire 36n and the electric potential difference of the electric wire 36t with respect to the electric wire 36n are each 100V. The lighting 16 is connected to the electric wire 36r, and the insulation transformer 86 of the charger 84 is connected to the electric wire 36t. Although not shown, the wires 36r and 36t are connected to a plurality of AC devices that operate on AC power in addition to the lighting 16 and the insulation transformer 86 of the charger 84. FIG.

A plurality of AC devices including the lighting 16 and the isolation transformer 86 are connected to the ground wire 40 via the electromagnetic switch 44d and the manual switch 46d. Therefore, when the railway vehicle 10 is energized with the electromagnetic switch 44d closed, the AC devices operate with the AC power.

Charger 84 is a device for charging storage battery 82 of contact-type monitoring device 70 . Since the charger 84 and the storage battery 82 are insulated from the second low-voltage AC circuit 36 by the insulating transformer 86, the output voltage of the contact-type monitoring device 70 can be stabilized, the malfunction of the contact-type monitoring device 70 can be suppressed, and electric shock can be prevented. can ensure safety against

In addition to a plurality of AC devices, the electric wires 36r and 36t are connected via a rectifier 38 to the brake 19, the control device 60, and a plurality of other DC devices (not shown). The rectifier 38 is a device that converts the AC power from the second low-voltage AC electric circuit 36 into DC power and outputs the DC power.

A plurality of DC devices including the brake 19 and the control device 60 are connected to the ground line 40 via the electromagnetic switch 44e and the manual switch 46e. Therefore, when the railway vehicle 10 is energized with the electromagnetic switch 44e closed, a plurality of DC devices are operated by the DC power.

The brake 19 is a device for decelerating the running railcar 10 . The control device 60 is a device for controlling the acceleration/deceleration of the railway vehicle 10, the operation of a plurality of electrical devices (AC devices and DC devices), and the like.

For example, the control device 60 controls the operation of the switch circuit 20a built in the VVVF inverter 20. FIG. The switch circuit 20a is a circuit for controlling the voltage and frequency of the power output from the VVVF inverter 20 by switching the on/off timings of a plurality of switching elements.

The control device 60 and the switch circuit 20a are connected by a plurality of control lines 201, 202, 203. FIG. The control device 60 is provided with relays 201a, 202a, and 203a for switching between power supply to the control lines 201 to 203 and cutoff of the power supply. 3, the relays 201a to 203a are arranged outside the control device 60 for convenience of illustration.

When the relay 201a is closed and power is supplied from the second low-voltage AC circuit 36 to the control line 201 via the control device 60, a switch is made to output power of the voltage and frequency corresponding to the control line 201 from the VVVF inverter 20. Circuit 20a is controlled. Similarly, when relays 202a and 203a are closed, switch circuit 20a is controlled such that VVVF inverter 20 outputs power of voltages and frequencies corresponding to control lines 202 and 203, respectively. When the railcar 10 is not energized, all the relays 201a to 203a are opened and the control lines 201 to 203 are not connected to the second low voltage AC electric line 36.

In the railway vehicle 10, the insulation resistance of the first low-voltage AC electric circuit 32, the second low-voltage AC electric circuit 36, and the control lines 201 to 203 with respect to the grounding portion such as the grounding wire 40 and the vehicle body 12 is automatically measured at a predetermined timing. A contact monitoring device 70c is mounted.

The contact-type monitoring device 70c has a terminal V connected to the ground wire 40 via the wire CV, a terminal a connected to the wire 32v via the wire Ca, and a plurality of AC devices (lighting 16 and insulation transformer 70) via the wire Cb. 86 etc.) and the electromagnetic switch 44d, a terminal c connected to the control line 201 via the electric wire Cc, a terminal d connected to the control line 202 via the electric wire Cd, and an electric wire A terminal e connected to the control line 203 via Ce, and a terminal f connected between a plurality of DC devices (brake 19, control device 60, etc.) and the electromagnetic switch 44e via a wire Cf. there is Note that the wire Ca may be connected to the wire 32u or the wire 32w.

When all the electromagnetic switches 44b to 44e are opened in response to the lowering of the pantograph 17 (see FIG. 2), the first low-voltage AC electric circuit 32 and the second low-voltage AC electric circuit 36 are disconnected from the ground wire 40, and the first low-voltage AC The connection between the plurality of electric devices (the air conditioner 15 and the lighting 16) and the ground wire 40 via the electric circuit 32 and the second low-voltage AC electric circuit 36 is cut off. In this state, the contact monitoring device 70c applies a voltage between the terminal V and any one of the terminals a to f.

When a voltage is applied between the terminal V and the terminal a, the contact-type monitoring device 70c connects the electric wire 32v connected to the terminal a, the primary winding of the isolation transformer 34 connected to the electric wire 32v, and its first winding. The insulation resistance with the electric wires 32u and 32w connected to the next winding is measured.

In addition, since the first low-voltage AC electric line 32 (electric wires 32u, 32v, 32w) of the railway vehicle 10 is connected to the first low-voltage AC electric line 32 of the railway vehicle 11 via the connecting portion 14, the contact-type monitoring device 70c can measure the insulation resistance of the first low-voltage AC electric lines 32 of both of the railway vehicles 10 and 11 when a voltage is applied between the terminal V and the terminal a.

Further, when a voltage is applied between the terminal V and the terminal b, the contact-type monitoring device 70c is connected to the terminal b, the plurality of AC devices (the lighting 16, the insulation transformer 86, etc.) and the electromagnetic switch 44d. the wires between, the wires 36r and 36t connected to the AC equipment, the secondary windings of the isolation transformer 34 connected to the wires 36r and 36t, and the wire 36n connected to the secondary windings. Measure the insulation resistance. In this case, the contact-type monitoring device 70c detects the first The insulation resistance of not only the second low-voltage AC electric circuit 36 (electric wires 36r, 36n, 36t) but also the second low-voltage AC electric circuit 36 of the railway vehicle 11 can be measured.

In addition, when a voltage is applied between the terminal V and any one of the terminals c to e, the contact-type monitoring device 70c switches the control lines 201 to 203 connected to the terminals c to e to which the voltage is applied. Measure either insulation resistance. In this way, the control lines 201 to 203 that are not connected to the second low-voltage AC circuit 36 when the railcar 10 is not energized can also be measured by the contact monitoring device 70c.

Furthermore, when a voltage is applied between the terminal V and the terminal f, the contact-type monitoring device 70c causes the plurality of DC devices (the brake 19, the control device 60, etc.) connected to the terminal f and the electromagnetic switch 44e to a wire between, a rectifier 38 connected to the DC equipment, wires 36r and 36t connected to the rectifier 38, secondary windings of the isolation transformer 34 connected to the wires 36r and 36t, and the secondary The insulation resistance with the electric wire 36n connected to the winding is measured.

As a result, by mounting the contact-type monitoring device 70c on the railway vehicle 10, as with the contact-type monitoring devices 70a and 70b, compared with the conventional insulation resistance measurement method, the first low-voltage AC electric circuit 32 and the second Measurement of the insulation resistance of each part of the low-voltage AC electric circuit 36 can be facilitated.

In addition, when the contact-type monitoring device 70c applies a voltage between the terminal V and the terminal a, the voltage is set to be equal to or lower than the voltage (440 V AC) output from the SIV 30 to the first low-voltage AC electric circuit 32 . Further, when the contact-type monitoring device 70c applies a voltage between the terminal V and the terminals bf, the voltage is set to be equal to or lower than the voltage (100 V AC) output from the insulating transformer 34 to the second low-voltage AC circuit 36. FIG. As a result, it is possible to suppress dielectric breakdown of the electric devices connected to the first low-voltage AC circuit 32 and the second low-voltage AC circuit 36 due to the voltage applied to the contact-type monitoring device 70c.

Also, the voltage applied between the terminal V and the terminal a by the contact monitoring device 70c is preferably 100 V or less, and the voltage applied by the contact monitoring device 70c is preferably kept constant in order to avoid erroneous voltage application. As a result, the application of the voltage directed to the first low-voltage AC circuit 32 to the second low-voltage AC circuit 36 can be suppressed, and the measurement value of the insulation resistance by the contact-type monitoring device 70c fluctuates due to erroneous voltage application. can be reduced.

In addition, since the contact-type monitoring devices 70a, 70b, and 70c are provided separately, the electric wires Aa and Ab connected to the contact-type monitoring device 70a, the electric wire Ba connected to the contact-type monitoring device 70b, and the contact-type monitoring device 70c It is possible to suppress concentration of the electric wires Ca to Cf connected to . As a result, it is possible to suppress short-circuiting between the wires Aa to Cf and to suppress the generation of noise caused by bundling the wires Aa to Cf.

Furthermore, since the insulation resistance can be measured simultaneously by the contact-type monitoring devices 70a, 70b, and 70c, the contact-type monitoring devices 70a, 70b, and 70c can be used as compared with the case where the contact-type monitoring devices 70a, 70b, and 70c are combined. By providing them separately, the time required for measuring the insulation resistance can be shortened.

In addition, since the voltage applied to the measurement target is different for each of the contact-type monitoring devices 70a, 70b, and 70c, erroneous voltage application to each measurement target can be prevented compared to the case where the contact-type monitoring devices 70a, 70b, and 70c are combined. can be suppressed. As a result, it is possible to reduce fluctuations in the measured values of the insulation resistance by the contact monitoring devices 70a, 70b, and 70c due to erroneous voltage application.

Next, with reference to FIGS. 4 to 12, control of each part of the railcar 10 equipped with the contact monitoring devices 70a to 70c will be described in more detail. FIG. 4 is a block diagram showing the electrical configuration of the railcar 10. As shown in FIG. FIG. 5 is a block diagram showing the electrical configuration of the contact monitoring device 70. As shown in FIG. 4 schematically shows that the contact-type monitoring device 70 (70a to 70c) receives power supply from the storage battery .

As shown in FIG. 4, the control device 60 of the railcar 10 includes a CPU 61, a hard disk drive (HDD) 62, and a memory for rewritably storing various work data, flags, etc. when the program of the CPU 61 is executed. A RAM 63 is connected to an input/output port 65 via a bus line 64 .

The input/output port 65 further includes a pantograph 17, an electromagnetic switch 44 (44a to 44e), a power supply switch 66, a VVVF inverter 20, an SIV 30, an air conditioner 15, a lighting 16, a brake 19, The contact monitoring devices 70a to 70c are connected to a wireless communication device 68 that transmits and receives information to and from an external server 90 via the Internet or the like.

The CPU 61 is an arithmetic device that controls each unit connected by the bus line 64 . The HDD 62 is a rewritable non-volatile memory storing programs executed by the CPU 61, various data, etc., and is provided with a control program 62a, a vehicle information memory 62b, and each measurement result memory 62c. When the control program 62a is executed by the CPU 61, the main processing of FIG. 11 is executed.

The vehicle information memory 62b is a memory in which vehicle information such as the vehicle number of the railway vehicle 10 and organization information is stored. Each measurement result memory 62c is a memory that temporarily stores the insulation resistance measurement results of the contact monitoring devices 70a to 70c until they are transmitted to the external server 90. FIG.

The contents of each measurement result memory 62c will be described with reference to FIG. Each measurement result memory 62c is provided with a date/time memory and a measurement result memory for each of the contact-type monitoring devices 70a to 70c and for each of their measurement targets (any one of the measurement targets a to f or the reference resistance). ing. In the date and time memory and the measurement result memory, the date and time of measurement and the measurement results by the contact-type monitoring devices 70a to 70c mounted on the railway vehicle 10 are accumulated and stored in serial number order.

If an error occurs during the measurement of the contact-type monitoring devices 70a to 70c, instead of the date and time, it is stored in the date and time memory of the measurement object that there was an "error", and the corresponding measurement result is stored. Instead of the measurement result, information indicating the content of the error is stored in the memory. For example, if an error occurs during the measurement of the measurement object b by the contact-type monitoring device 70a, the date and time memory corresponding to the measurement object b of the contact-type monitoring device 70a among the measurement result memories 62c has "error". is stored, and "SW22" is stored in the measurement result memory. Note that "SW22" indicates that the second switch SW2-2 is welded and cannot be opened.

The power supply switch 66 is a switch for operating the pantograph 17 to move up and down and the electromagnetic switch 44 to open and close. After the pantograph 17 is lowered when the power supply switch 66 is turned off, all the electromagnetic switches 44 are opened so that the contact monitoring device 70 can measure the insulation resistance. When the power supply switch 66 is turned on, all the electromagnetic switches 44 are closed, and then the pantograph 17 is lifted. By closing the electromagnetic switch 44 before bringing the pantograph 17 into contact with the overhead wire 4 in this manner, welding of the electromagnetic switch 44 can be avoided. A storage battery 67 is provided to operate the electromagnetic switches 44 and the like when the railcar 10 is de-energized.

As shown in FIG. 5, the contact-type monitoring device 70 has a CPU 71, a flash ROM 72, and a RAM 73 which is a memory for rewritably storing various work data, flags, etc. when the program of the CPU 71 is executed. , are connected to input/output ports 75 via bus lines 74, respectively. The input/output port 75 is further connected with an interface (I/F) 76 connected to the input/output port 65 of the railway vehicle 10, a measuring section 77, a voltage applying section 78, and a switching section 79. ing.

The CPU 71 is an arithmetic device that controls each unit connected by the bus line 74 . The flash ROM 72 is a rewritable non-volatile memory that stores programs executed by the CPU 71, fixed value data, etc., and is provided with a contact monitoring program 72a, a unique number memory 72b, and a contact measurement memory 72c. When the contact monitoring program 72a is executed by the CPU 71, the main processing of FIG. 7 is executed.

The unique number memory 72b is a memory in which the unique number of the contact monitoring device 70 is stored. This unique number is part of the information indicating the insulation resistance measurement target by the contact monitoring device 70 . The contact-type measurement memory 72c is a memory for storing the measurement result of the insulation resistance by the contact-type monitoring device 70 while the railcar 10 is not energized.

The contact measurement memory 72c has substantially the same configuration as the portion corresponding to the contact monitoring device 70 having the contact measurement memory 72c itself among the contents of each measurement result memory 62c described with reference to FIG. For example, the contact measurement memory 72c of the contact monitoring device 70a of the railcar 10 is obtained by reducing the storage capacity of the portion corresponding to the contact monitoring device 70a in each measurement result memory 62c.

The voltage application unit 78 is a device that applies a positive DC voltage from the terminal V to the ground line 40 . The measurement unit 77 is a device that calculates (measures) the value of the insulation resistance to be measured. Specifically, for example, the measurement unit 77 divides the voltage applied by the voltage application unit 78 by the internal resistance provided inside the measurement unit 77 and the insulation resistance to be measured, and insulates from the voltage applied to the internal resistance. One that calculates the value of resistance can be mentioned.

Note that the measurement unit 77 is not limited to a device that calculates the value of the insulation resistance, and may be a device that detects the value of leakage current flowing through the insulation resistance to be measured. In this case, the value of the insulation resistance to be measured is calculated by the CPU 71 based on the voltage applied by the voltage applying section 78 and the leakage current value detected by the measuring section 77 .

The switching unit 79 is a circuit for connecting one of the electric wires connected to the terminals a to f to the measuring unit 77 and making the electric wire connected to the measuring unit 77 to be measured for insulation resistance. . Hereinafter, the electric wire to be measured connected to the terminal a will be referred to as the measured object a, and similarly the electric wires to be measured connected to the terminals b to f will be referred to as the measured objects b to f.

A first switch SW1-n (n: integer) and a second switch SW2-n are connected in series from the terminals a to f between the terminals a to f and the measuring unit 77, respectively. A voltage detector VDn is connected between the first switch SW1-n and the second switch SW2-n. Terminal a (measurement target a) corresponds to n=1, terminal b to n=2, terminal c to n=3, terminal d to n=4, terminal e to n=5, and terminal f to n=6. .

The first switch SW1-n and the second switch SW2-n are switches for opening and closing an electric circuit in accordance with instructions from the CPU 71, and maintain an open state when not energized. By closing the first switch SW1-n, the corresponding measurement targets a to f are connected to the voltage detector VDn. Thereby, the voltage detection unit VDn detects the voltage applied to the measurement targets a to f.

By closing the first switch SW1-n and closing the second switch SW2-n connected in series therewith, the corresponding measurement objects a to f are connected to the measurement unit 77. FIG. As a result, a measurement circuit for measuring the insulation resistance of the objects a to f is formed between the voltage application unit 78 and the measurement unit 77 .

By opening all the first switches SW1-n and the second switches SW2-n when the railroad vehicle 10 is running, each part of the contact-type monitoring device 70 unrelated to the running of the railroad vehicle 10 is connected to the power supply line 18 and the electric motor. It can be separated from the circuit related to running of the power cable 24 and the like. Furthermore, even if one of the series-connected first switch SW1-n and second switch SW2-n is welded, if the other is open, the contact-type monitoring device can be connected to a circuit related to running. 70 can be made unconnected. That is, it is possible to suppress deterioration in the reliability of the existing circuits of the railcar 10 .

The existing circuit is the electric circuit of the railway vehicle 10 excluding the contact monitoring device 70 and the electric wires Aa to CV for connecting the contact monitoring device 70 to each part of the railway vehicle 10. be. In other words, the existing circuits are devices and circuits that have been installed in the railway vehicle 10 before the contact-type monitoring device 70 is mounted, such as the power supply line 18, the VVVF inverter 20, the SIV 30, the electric motor wire 24, and the like. mentioned.

Further, the connection between the measurement objects a to f via the switching unit 79 is limited to the case where two or more sets of the first switch SW1-n and the second switch SW2-n connected in series are closed at the same time. That is, by connecting the first switch SW1-n and the second switch SW2-n in series, the switching unit 79 can make it difficult to connect the measurement objects a to f. As a result, it is possible to suppress failures of the electrical devices of the measurement targets a to f caused by being connected to each other by the switching unit 79 .

In addition, the switching unit 79 includes a reference resistor 81 connected to an electric wire branched from between the terminal V and the voltage applying unit 78, and a third switch connecting the reference resistor 81 and the measuring unit 77 so as to be openable and closable. and SW3. The reference resistor 81 is a load having a predetermined reference resistance value. In addition, the third switch SW3 may be provided between the electric wire branched from between the terminal V and the voltage application section 78 and the reference resistor 81 .

By closing the third switch SW3, the voltage applying section 78 and the measuring section 77 are connected via the reference resistor 81. FIG. In this case, when the voltage application unit 78 applies a voltage, the measurement unit 77 calculates the resistance value of the reference resistor 81 instead of the insulation resistance value. This calculated resistance value is compared with a predetermined resistance value of the reference resistor 81, and if they substantially match, it can be determined that the contact monitoring device 70 is operating normally. Further, the contact-type monitoring device 70 can be calibrated so that the resistance value of the reference resistance 81 measured (calculated) by the contact-type monitoring device 70 approaches the predetermined resistance value of the reference resistance 81 .

Next, main processing executed by the CPU 71 of the contact monitoring device 70 will be described with reference to FIGS. 7 to 10. FIG. FIG. 7 is a flow chart of main processing of the contact-type monitoring device 70 . FIG. 8 is a flow chart of the resistance measurement process S33 performed during the main process. FIG. 9 is a flowchart of post-measurement processing S49 performed during the resistance measurement processing S33. FIG. 10 is a flow chart of the self-diagnostic process S53 that is performed during the resistance measurement process S33. The main processing of the contact-type monitoring device 70 is executed when the power of the contact-type monitoring device 70 is turned on.

As shown in FIG. 7, the main process first confirms whether the pantograph 17, which had been in the raised state, is lowered (S31). This confirmation may be based on a signal from a sensor that is turned on when the pantograph 17 is lowered, or may be based on a signal from the controller 60 of the railway vehicle 10 indicating that the power supply switch 66 has been turned off. .

When the pantograph 17 descends and the power supply from the overhead wire 4 to the power line 18 is interrupted, all the electromagnetic switches 44 are opened as described above, and the contact-type monitoring device 70 cannot measure the insulation resistance. It becomes possible. Immediately after the process of S31, a process of confirming whether or not all the electromagnetic switches 44 are open may be performed using a sensor or the like.

In the process of S31, if the pantograph 17 has been lowered (S31: Yes), it is checked whether a predetermined time has passed since the pantograph 17 was lowered in order to release the electric power remaining in each part of the electric circuit of the railway vehicle 10. (S32). This is because if power remains in the object to be measured by the contact-type monitoring device 70 , an overvoltage may be applied to the contact-type monitoring device 70 , which may damage the contact-type monitoring device 70 . In addition, there is a concern that the measurement result of the insulation resistance of the object to be measured affects the residual power. It should be noted that the predetermined time is at least equal to or longer than the discharge time of the residual power of the capacitor (not shown) arranged in the railcar 10 .

In the processing of S32, if the predetermined time has not elapsed (S32: No), there is a high possibility that the residual power will affect the measurement result of the insulation resistance. wait.

If the predetermined time has passed (S32: Yes), the possibility that the residual power affects the measurement result of the insulation resistance is sufficiently low, so the resistance measurement process S33 for measuring the insulation resistance of the object to be measured is executed. , S34. In the process of S31, if the pantograph 17 has been raised or if the pantograph 17 has already been lowered (S31: No), the processes of S32 and S33 are skipped and the process proceeds to S34. .

Here, the resistance measurement process S33 will be described with reference to FIG. In the resistance measurement process S33, first, n=1 is set to measure the insulation resistance of the measurement object a (S41). Next, the first switch SW1-n is closed to connect the wire to be measured to the voltage detector VDn (S42). In the first process of S42 after the process of S41, the first switch SW1-1 is closed to connect the measurement target a to the voltage detector VD1.

After the processing of S42, it is checked whether the voltage detected by the voltage detection unit VDn is equal to or less than the threshold (S43). Note that this threshold value is set to a value smaller than the voltage applied by the voltage applying unit 78 to the wire to be measured. In the process of S43, if the detected voltage is higher than the threshold (S43: No), the residual voltage of the object to be measured when not energized is high, so wait until the residual voltage is discharged. Although not shown, if the detected voltage does not fall below the threshold even after waiting for a certain period of time, the object to be measured is in an energized state and the insulation resistance cannot be measured. The measurement process S33 is ended.

In the process of S43, if the detected voltage is equal to or less than the threshold (S43: Yes), the voltage affecting the measurement of the insulation resistance is low, so the second switch SW2-n (the first switch after S41) is turned on. In the process, SW2-1) is closed (S44). As a result, a measurement circuit for measuring the insulation resistance of the object to be measured is formed, and voltage is applied to the object to be measured by the voltage applying unit 78 (S45).

In this way, by the processing of S43 and S44, when an excessive voltage is applied to the object to be measured, by not closing the second switch SW2-n, the electric power of the measurement unit 77 of the contact monitoring device 70, etc. is reduced. It can protect the circuit from excessive voltage. Therefore, the voltage detection unit VDn and the second switch SW2-n can ensure the durability of the contact-type monitoring device 70 and improve the detection accuracy of the insulation resistance to be measured. Furthermore, safety is enhanced by multiplexing the opening and closing between the measurement object and the measurement unit 77 with the first switch SW1-n and the second switch SW2-n to provide redundancy. As a result, the contact-type monitoring device 70 does not need to have excessive durability (withstand voltage), and cost reduction and miniaturization of the contact-type monitoring device 70 can be expected.

After the process of S45, it is checked whether a predetermined time has passed since the voltage application (S46). If the predetermined time has not passed (S46: No), the measured value of the insulation resistance is not stable. The processing of S46 is looped.

On the other hand, if the predetermined time has passed since the voltage application (S46: Yes), the measurement unit 77 measures the insulation resistance of the measurement target (S47). Next, the measurement result, the measurement target (measurement target a in the first processing after S41), and the measurement date and time are stored in the contact measurement memory 72c (S48), and the post-measurement processing S49 is executed.

As shown in FIG. 9, in the post-measurement process S49, first, the second switch SW2-n that was closed in the process of S44 is opened (S61). Next, it is checked whether the insulation resistance to be measured is still detected by the measurement unit 77 (S62).

If insulation resistance is detected in the process of S62 (S62: Yes), it can be determined that the second switch SW2-n, which was instructed to be opened in the process of S61, did not actually open due to welding or the like. In this case, error information indicating that the second switch SW2-n was not opened is stored in the contact measurement memory 72c (S63), and the process of S64 is executed.

On the other hand, if no insulation resistance is detected in the process of S62 (S62: No), the second switch SW2-n instructed to open in the process of S61 opens without any problem, so the process of S63 is skipped. Then, the process of S64 is executed.

In the process of S64, the first switch SW1-n that was closed in the process of S42 is opened. After the processing of S64, it is checked whether a voltage is detected by the voltage detection unit VDn to which the first switch SW1-n that should have been opened is connected (S65). If the first switch SW1-n instructed to be opened in the process of S64 does not actually open due to welding or the like, the voltage is detected in the process of S65 (S65: Yes). In this case, the error information that the first switch SW1-n was not opened is stored in the contact measurement memory 72c (S66), the voltage application by the voltage application unit 78 is terminated (S67), and the post-measurement process S49 is terminated. do.

On the other hand, if no voltage is detected in the process of S65 (S65: No), the first switch SW1-n instructed to open in the process of S64 opens without any problem, so the process of S66 is skipped. The process of S67 is executed, and the post-measurement process S49 is terminated.

In this way, in the post-measurement process S49, the normal operation of the first switch SW1-n and the second switch SW2-n can be confirmed while the first switch SW1-n and the second switch SW2-n are opened step by step. Therefore, the contact-type monitoring device 70 can automatically check the operation of the first switch SW1-n and the second switch SW2-n.

Returning to FIG. 8, description will be made. After the post-measurement processing S49, it is checked whether or not there is an error in this processing (S50). If there is an error (S50: No), the resistance measurement process S33 is terminated without measuring the insulation resistance of other measurement objects.

Here, for example, when both the first switch SW1-1 and the second switch SW2-1 do not open due to welding and an error occurs, the first switch SW1-2 and When the second switch SW2-2 is closed, the object to be measured a and the object to be measured b are connected. If a voltage is applied by the voltage applying unit 78 in this state, the contact-type monitoring device 70 and the electric devices of the measurement targets a and b may be damaged by an unintended voltage.

On the other hand, if there is an error in the post-measurement processing S49 (S50: No), by ending the resistance measurement processing S33, it is possible to prevent a plurality of measurement targets from being connected to each other via the switching unit 79. can be suppressed. As a result, it is possible to reduce the possibility that the contact-type monitoring device 70 and each electric device to be measured will fail due to an unintended voltage.

In the process of S50, if there is no error in the post-measurement process S49 (S50: Yes), n=n+1 is performed to measure the insulation resistance of the object to be measured which has not yet been measured (S51). Next, it is confirmed whether n≧7 (S52), and if n<7 (S52: No), there are unmeasured objects to be measured, so the processing from S42 onwards is executed again.

On the other hand, if n≧7 (S52: Yes), the measurement of the insulation resistance of all the measurement objects has been completed, so the self-diagnostic process S53 is executed and the resistance measurement process S33 ends. In the process of S52, the upper limit is set according to the number of terminals a to f of the contact monitoring device 70 connected. For example, when only the terminals a and b are connected to the measurement object like the contact monitoring device 70a, it is checked whether n≧3 in the process of S52. Also, in the case where only the terminal a is connected to the object to be measured like the contact monitoring device 70b, it is checked whether n≧2 in the process of S52.

As shown in FIG. 10, in the self-diagnostic process S53, first, the third switch SW3 is closed (S71), and the voltage applying section 78 and the measuring section 77 are connected via the reference resistor 81. FIG. Next, a voltage is applied by the voltage application unit 78 (S72), and it is confirmed whether a predetermined time has passed since the voltage application so that the value of the current passing through the reference resistor 81 is stabilized (S73). If the predetermined time has not elapsed since the voltage application (S73: No), the process of S73 is looped.

On the other hand, if the predetermined time has passed since the voltage application (S73: Yes), the measured value by the measuring unit 77 has stabilized, so the measuring unit 77 measures the resistance value of the reference resistor 81 (S74). Next, the measurement result of the resistance value, the object to be measured (reference resistance 81), and the date and time of measurement are stored in the contact measurement memory 72c (S75).

In the external server 90 or the like that has acquired the measurement result of the resistance value, the measurement result of the resistance value of the reference resistor 81 is compared with the predetermined resistance value of the reference resistor 81, and if the two values are almost the same, , it can be confirmed that the contact monitoring device 70 is operating normally. On the other hand, when the measurement result of the resistance value deviates greatly from the predetermined resistance value, the normal operation of the contact-type monitoring device 70 is suspected. administrators, etc., can be notified.

After the process of S75, the third switch SW3, which was closed in the process of S71, is opened (S76), and the connection between the voltage applying section 78 and the measuring section 77 via the reference resistor 81 is cut off. In this state, it is checked whether the resistance value of the reference resistor 81 is still detected by the measuring unit 77 (S77).

If the third switch SW3 instructed to be opened in the process of S76 does not actually open due to welding or the like, the resistance value is detected in the process of S77 (S77: Yes). In this case, error information indicating that the third switch SW3 was not opened is stored in the contact measurement memory 72c (S78), voltage application by the voltage application unit 78 is terminated (S79), and the self-diagnostic process S53 is terminated. The resistance measurement process S33 of FIG. 8 is terminated.

On the other hand, if the resistance value is not detected in the process of S77 (S77: No), the third switch SW3, which was instructed to be opened in the process of S76, was opened without any problem, so the process of S78 is skipped and S79 is skipped. , the self-diagnostic process S53 ends, and the resistance measurement process S33 of FIG. 8 ends. In this manner, the contact-type monitoring device 70 can automatically confirm the operation of the third switch SW3 in the same manner as the first switch SW1-1 and the second switch SW2-1.

Returning to FIG. 7, description will be made. After the resistance measurement process S33, it is checked whether the measurement result is requested from the control device 60 of the railroad vehicle 10 (S34), and if there is a request (S34: Yes), the contact type measurement memory 72c Send the unsent measurement results (or error information), the measurement target, the date and time, and the unique number of the contact-type monitoring device 70 stored in the unique number memory 72b to the control device 60 ( S35).

Then, other processes are executed (S36), and the processes from S31 onward are repeatedly executed. In addition, in the processing of S36, for example, charging control of the storage battery 82 and confirmation of connection of the measurement targets a to f to the terminals a to f are performed.

Next, with reference to FIG. 11, main processing executed by the CPU 61 of the control device 60 of the railcar 10 will be described. FIG. 11 is a flow chart of main processing of the control device 60 . The main processing of the control device 60 is executed when the pantograph 17 is raised, power is supplied to the railway vehicle 10 from the overhead wire 4, and the power of the control device 60 is turned on.

As shown in FIG. 11, in the main process, first, since the contact-type monitoring devices 70 are measuring the insulation resistance while the control device 60 is not powered on, each contact-type monitoring device 70 performs measurement. Request the result (S81). As described above, the unsent measurement results and the like are transmitted from the contact monitoring device 70 to the control device 60 by the processing of S34 and S35 of FIG. 7 in response to this request.

After the process of S81, the measurement result (or error information), the measurement object, the date and time received from the contact-type monitoring device 70, and the unique number of the contact-type monitoring device 70 are associated with each other and stored in each measurement result memory 62c. (S82). By collecting the measurement results of each contact-type monitoring device 70 in the control device 60, the storage capacity of the contact-type monitoring device 70 can be reduced, and the contact-type monitoring device 70 can be miniaturized. As a result, the degree of freedom of the placement location of the contact-type monitoring device 70 can be improved. Furthermore, cost reduction can be expected by reducing the storage capacity of the contact monitoring device 70 .

After the process of S82, it is checked whether measurement results or error information that has not been transmitted from the control device 60 to the external server 90 is stored in each measurement result memory 62c (S83). If unsent measurement results or error information are stored (S83: Yes), the railway vehicle 10 and the external server 90 communicate via the wireless communication device 68 in order to transmit them to the external server 90. Check whether it is possible (S84).

If communication with the external server 90 is possible (S84: Yes), the unsent measurement results (or error information) stored in each measurement result memory 62c, the measurement target, the date and time, the unique number of the contact-type monitoring device 70, The vehicle information of the railway vehicle 10 stored in the vehicle information memory 62b is transmitted to the external server 90 (S85).

Then, other processes are executed (S86), and the processes from S81 onward are repeatedly executed. Note that the processing of S86 includes various types of processing for running the railroad vehicle 10 .

If there is no unsent measurement result or error information in the processing of S83 (S83: No), or if communication with the external server 90 is impossible in the processing of S84 (S84: No), then S85 is skipped and the process of S86 is executed.

The external server 90 determines suspicion of insulation resistance deterioration based on the measurement results received from the railroad vehicle 10 . For example, as shown in FIG. 12, the external server 90 generates a graph with the past measurement results of insulation resistance on the vertical axis and the date and time on the horizontal axis for the measurement target a of the contact-type monitoring device 70a of the railway vehicle 10. display. In the graph of FIG. 12, the solid line shows the change over time of the past measurement results (actual values), and the change over time of the future measurement results (predicted values) is represented by an extension of the straight line that approximates the actual values using the least squares method. It is indicated by a dashed dotted line. Further, in the graph of FIG. 12, a threshold value at which deterioration of insulation resistance is suspected is indicated by a dashed line.

If the past measurement results are below the threshold, the administrator of the external server 90 is notified that deterioration of the insulation resistance is suspected. Note that when measuring the insulation resistance of the railway vehicle 10, the temperature and humidity at the time of measurement may also be obtained and used to determine deterioration of the insulation resistance.

Based on the temporal change of future measurement results (predicted values) and the threshold, the date and time when the future measurement result will be equal to or less than the threshold is predicted, and the date and time are displayed in the graph of FIG. 12 . Therefore, the administrator of the external server 90 can plan the schedule for the maintenance of the railway vehicle 10, etc., based on the date and time when the future measurement result becomes equal to or less than the threshold value, and can order the equipment and parts that need to be replaced. can plan.

Next, a second embodiment will be described with reference to FIGS. 13 and 14. FIG. In the first embodiment, the case where power is supplied from the pantograph 17 to the power supply line 18 and the VVVF inverter 20 and the SIV 30 are mounted on one railway vehicle 10 has been described. On the other hand, in the second embodiment, in the train set in which the railway vehicles 100a, 100b, and 100c are connected, power is supplied to the power supply lines 18a to 18c from the power supply 102 including the generator and the storage battery mounted on the railway vehicle 100a. A case where the VVVF inverter 20 is mounted on the railway vehicle 100c and the SIV 30 is mounted on the railway vehicle 100b will be described. Note that the same reference numerals are given to the same parts as in the first embodiment, and the following description is omitted.

FIG. 13 is a circuit diagram schematically showing electric circuits of railcars 100a, 100b, and 100c upstream of SIV 30 in the second embodiment. FIG. 14 is a circuit diagram schematically showing an electric circuit of a railway vehicle 100b downstream of SIV 30 in the second embodiment.

As shown in FIG. 13, railway vehicles 100a to 100c mainly include a vehicle body 12, wheels 13, connecting portions 14, and a plurality of electric devices. The railcars 100a to 100c form a train set by connecting the connecting portions 14 to each other. The power line 18a of the railroad vehicle 100a, the power line 18b of the railroad vehicle 100b, and the power line 18c of the railroad vehicle 100c are connected via the coupling portion 14, respectively.

Similarly, the ground-side electric wire 42a of the railroad vehicle 100a, the ground-side electric wire 42b of the railroad vehicle 100b, and the ground-side electric wire 42c of the railroad vehicle 100c are connected via the coupling portion 14, respectively. In addition, the ground wire 40a of the railroad vehicle 100a, the ground wire 40b of the railroad vehicle 100b, and the ground wire 40c of the railroad vehicle 100c are connected via the coupling portion 14, respectively. Further, the grounding side electric wires 42a to 42c and the grounding wires 40a to 40c for each vehicle comprise an electromagnetic switch 44a and a manual switch 46a connected in series to the grounding wires 40a to 40c side of the electromagnetic switch 44a. connected through

The railcar 100a is equipped with a power supply 102 for running the railcars 100a to 100c. The power supply 102 is composed of a generator (including a fuel cell) or a storage battery, and supplies DC power. The positive electrode of this power supply 102 is connected to the power line 18a through a power switch 104. As shown in FIG. The negative electrode of the power supply 102 is connected to the ground-side wire 42a.

By closing the power switch 104, power is supplied from the power supply 102 to the power lines 18a to 18c. By opening the power switch 104, the power supply from the power supply 102 to the power lines 18a to 18c is cut off.

The SIV 30 is mounted on the railway vehicle 100b. A positive terminal on the input side of the SIV 30 is connected to the power supply line 18b, and a negative terminal is connected to the ground side wire 42b. A VVVF inverter 20 is mounted on the railcar 100c. A positive terminal on the input side of the VVVF inverter 20 is connected to the power supply line 18c, and a negative terminal is connected to the ground side wire 42c.

In addition, a contact monitoring device 70a is mounted on the railway vehicle 100a. The contact-type monitoring device 70a has a terminal V connected to a ground wire 40a via a wire AV, a terminal a connected to a power source wire 18a via a wire Aa, and a terminal b connected to a ground side wire 42a via a wire Ab. It is connected to the.

If the railcars 100a, 100b, and 100c are connected, as in the first embodiment, when the power switch 104 is opened to cut off the power supply to the power lines 18a to 18c, the electromagnetic switches 44a is opened to disconnect the power supply wires 18a-18c and the ground wires 42a-42c from the ground wires 40a-40c. In this state, by applying a voltage between the terminal V and the terminal a or the terminal b, the contact-type monitoring device 70a detects the total insulation resistance of the power supply lines 18a to 18c connected to the applied terminal a. Alternatively, the total insulation resistance of the ground wires 42a to 42c connected to the terminal b to which the voltage is applied can be measured.

If the railway vehicle 100a and the railway vehicles 100b and 100c are disconnected from each other, the contact-type monitoring device 70a is placed between the terminal V and the terminal a or the terminal b when the railway vehicle 100a is not energized. By applying a voltage, the insulation resistance of the power supply line 18a connected to the terminal a or the ground side wire 42a connected to the terminal b is reduced to the power supply line 18a or the ground side wire 42a of the other railway vehicles 100b, 100c. can be measured individually without affecting the insulation resistance of

A contact monitoring device 70d is mounted on the railway vehicle 100b. The contact-type monitoring device 70d has a terminal V connected to a ground wire 40b through a wire DV, a terminal a connected to a power supply wire 18b through a wire Da, and a terminal b connected to a ground side wire 42b through a wire Db. It is connected to the.

If the railway vehicle 100b and the railway vehicles 100a and 100c are disconnected from each other, the power supply from the power supply line 18a to the power supply line 18b is interrupted, and the ground side wire 42a and the ground wire 40a are disconnected. The ground wire 42b and the ground wire 40b are disconnected. Furthermore, the electromagnetic switch 44a between the ground-side wire 42b and the ground wire 40b is opened according to the interruption of the power supply. In this state, the contact-type monitoring device 70d applies a voltage between the terminal V and the terminal a or the terminal b, so that the power supply line 18b connected to the applied terminal a or the applied terminal The insulation resistance of the ground-side electric wire 42b connected to the railroad vehicle 42b can be measured separately from the other railway vehicles 100a and 100c.

A contact monitoring device 70e is mounted on the railcar 100c. This contact-type monitoring device 70e has a terminal V connected to a ground wire 40c via a wire EV, a terminal a connected to a power source wire 18c via a wire Ea, and a terminal b connected to a ground side wire 42c via a wire Eb. It is connected to the.

If the railway vehicle 100c and the railway vehicles 100a and 100b are disconnected from each other, the supply of power from the power lines 18a and 18b to the power line 18c is interrupted, and the ground side wires 42a and 42b and The ground wire 42c and the ground wire 40c are disconnected via the ground wires 40a and 40b. Further, the electromagnetic switch 44a between the ground-side wire 42c and the ground wire 40c is opened according to the cutoff of the power supply. In this state, the contact-type monitoring device 70e applies a voltage between the terminal V and the terminal a or the terminal b, so that the power line 18c connected to the applied terminal a or the applied terminal The insulation resistance of the ground-side electric wire 42c connected to b can be measured separately from the other railway vehicles 100a and 100c.

As described above, the contact-type monitoring devices 70a, 70d, and 70e are mounted on the railway vehicles 100a to 100c, respectively, and the electric wires connected to each other through the connecting portion 14 are disconnected when the electric power is turned on (during running). , the insulation resistance of the power lines 18a-18c and the insulation resistance of the ground-side wires 42a-42c can be individually measured for each of the railway vehicles 100a-100c.

The configuration of the first low-voltage AC electric circuit 32 and the second low-voltage AC electric circuit 36 of the railway vehicle 100b will be described with reference to FIG. Note that the first low-voltage AC electric circuit 32 and the second low-voltage AC electric circuit 36 of the railway vehicles 100a and 100c are configured substantially the same as the railway vehicle 100b, so a part of the description thereof will be omitted.

When the railway vehicles 100a to 100c are energized, AC power is supplied from the SIV 30 to the first low voltage AC electric line 32 of the railway vehicle 100b, and AC power is supplied from the isolation transformer 34 to the second low voltage AC electric line 36 of the railway vehicle 100b. supplied. On the other hand, AC power is supplied to the first low-voltage AC electric circuit 32 of the railway vehicles 100a and 100c from the first low-voltage AC electric circuit 32 of the railway vehicle 100b, and the second low-voltage AC electric circuit 36 of the railway vehicles 100a and 100c receives the railway power. AC power is supplied from the second low-voltage AC electric line 36 of the vehicle 100b.

In the railway vehicle 100b, the insulation transformer 86 of the charger 84, which is an AC device, is connected to the ground line 40b via the electromagnetic switch 44f and the manual switch 46f. The lighting 16, which is an AC device, is connected to the ground line 40b via an electromagnetic switch 44g and a manual switch 46g. Although not shown, a plurality of AC devices other than the charger 84 and the lighting 16 are individually connected to the ground wire 40b via the electromagnetic switch 44 and the manual switch 46, respectively.

Also, the control device 60, which is a DC device, is connected to the ground wire 40b via the electromagnetic switch 44h and the manual switch 46h. The brake 19, which is a DC device, is connected to the ground wire 40b through an electromagnetic switch 44i and a manual switch 46i. Although not shown, a plurality of DC devices other than the control device 60 and the brake 19 are also individually connected to the ground wire 40b via the electromagnetic switch 44 and the manual switch 46. FIG.

The railway vehicle 100b is equipped with a contact monitoring device 70f. The contact-type monitoring device 70f has a terminal V connected to a ground wire 40b via a wire FV, a terminal a connected to the wire 32v of the first low-voltage AC circuit 32 via a wire Fa, and a terminal b insulated via a wire Fb. It is connected between the transformer 86 and the electromagnetic switch 44f, the terminal c is connected between the lighting 16 and the electromagnetic switch 44g via the electric wire Fc, and the terminal d is connected via the electric wire Fd between the controller 60 and the electromagnetic switch 44h. and the terminal e is connected between the brake 19 and the electromagnetic switch 44i via the electric wire Fe. The terminals of the contact monitoring device 70f are also individually connected between the electromagnetic switches 44 and other AC devices or DC devices.

With all the electromagnetic switches 44b, 44c, 44f to 44i open when the railway vehicle 10 is not energized, the contact monitoring device 70f applies a voltage between the terminal V and any one of the terminals a to e. and measure the insulation resistance of the portion to which the terminals a to e are connected.

In the first embodiment, the contact monitoring device 70c is used to measure the total insulation resistance of a plurality of AC devices and to measure the total insulation resistance of a plurality of DC devices. In contrast, in the second embodiment, a plurality of AC devices and DC devices are individually connected to the ground wire 40b via the electromagnetic switch 44, and the terminals b to e of the contact monitoring device 70f are connected to the plurality of AC devices and DC devices. Each DC device is connected individually. Therefore, the contact-type monitoring device 70f can individually measure the insulation resistance of a plurality of AC devices and DC devices. As a result, from the measurement result of the contact-type monitoring device 70f, it is possible to easily determine which AC device or which DC device has deteriorated insulation resistance.

Further, when a voltage is applied between the terminal V and the terminal a, the contact monitoring device 70f measures the insulation resistance of the first low-voltage AC electric circuit 32 of the railcar 100b connected to the terminal a. At this time, when the first low voltage AC electric circuit 32 of the railway vehicle 100b and the first low voltage AC electric circuit 32 of the railway vehicles 100a and 100c are connected, the insulation of the first low voltage AC electric circuit 32 of the railway vehicles 100a to 100c The total resistance can be measured by the contact monitoring device 70f.

On the other hand, when the first low voltage AC electric circuit 32 of the railway vehicle 100b and the first low voltage AC electric circuit 32 of the railway vehicles 100a and 100c are disconnected, the first low voltage AC electric circuit 32 of the railway vehicles 100a and 100c and Separately, the insulation resistance of the first low-voltage AC electric circuit 32 of the railway vehicle 100b can be measured.

Note that the measurement results of the insulation resistance of the railway vehicles 100a to 100c by the contact-type monitoring device 70 are obtained by the processes of S81 and S82 in FIG. 100b are collectively stored in each measurement result memory 62c. The measurement results of the contact-type monitoring devices 70 can be transmitted smoothly from the railway vehicle 100b to the external server 90 compared to the case where the measurement results are transmitted from the plurality of contact-type monitoring devices 70 to the external server 90, respectively.

Next, a third embodiment will be described with reference to FIGS. 15 to 17. FIG. In the first and second embodiments, the case where the contact-type monitoring device 70 measures the insulation resistance of each part of the first low-voltage AC circuit 32 and the second low-voltage AC circuit 36 has been described. On the other hand, in the third embodiment, the case where the insulation resistance of each part of the first low-voltage AC electric circuit 32 and the second low-voltage AC electric circuit 36 is measured by the AC monitor 120 will be described. The same parts as those in the first and second embodiments are denoted by the same reference numerals, and the description below is omitted.

FIG. 15 is a schematic circuit diagram of the electric circuit of the railcar 110 according to the third embodiment. The railway vehicle 110 mainly includes a vehicle body 12, wheels 13, a connecting portion 14 (see FIG. 1), a plurality of electric devices (air conditioner 15, lighting 16, etc.), and a contact monitoring device 70g.

The contact monitoring device 70g has a terminal V connected to the ground wire 40 via a wire GV, a terminal a connected to the electric motor wire 24 via a wire Ga, and a terminal b connected to the power supply wire 18 via a wire Gb. , terminal c is connected to the ground side wire 42 through the wire Gc. With the electromagnetic switch 44a opened in accordance with the descent of the pantograph 17, the contact monitoring device 70g applies a voltage between the terminal V and any one of the terminals ac to The insulation resistance of the portion connected to a to c can be measured.

That is, the contact-type monitoring device 70g is a combination of the contact-type monitoring device 70a and the contact-type monitoring device 70b in the first embodiment. As a result, the number of contact-type monitoring devices 70 mounted on the railcar 110 can be reduced.

Although not described in the first embodiment, the first low-voltage AC electric line 32 is a set of three main electric wires 32u1, 32v1, 32w1 extending from the output side of the SIV 30 and drawn between the connecting portions 14 in the front and rear of the vehicle. and branch electric wires 32u2, 32v2, and 32w2 branched from the main electric wires 32u1, 32v1, and 32w1, respectively. Although not shown, the first low-voltage AC electric line 32 passes through the inside of the SIV 30 and is connected to the ground wire 40 via an electromagnetic switch 44b and a manual switch 46b. A plurality of sets of the branch electric wires 32u2, 32v2, 32w2 are provided so as to be connected to a plurality of AC devices such as the air conditioner 15, respectively.

Similarly, the second low-voltage AC electric line 36 includes trunk electric wires 36r1 and 36t1 extending from the insulating transformer 34 and drawn between the vehicle front and rear coupling portions 14, and branch electric wires 36r2 and 36r2 branching off from the trunk electric 36t2 and. Further, since the trunk wire 36n1 connected to the ground wire 40 extends from the insulating transformer 34, the ground wire 40 also functions as a part of the trunk wire 36n1, and branch wires 36n2 are branched off from the ground wire 40. FIG.

The branch electric wire 36r2 and the branch electric wire 36n2 constitute one set of single-phase two-wire electric circuit, and the branch electric wire 36t2 and the branch electric wire 36n2 constitute one set of single-phase two-wire electric circuit. A plurality of sets of these electric circuits are provided so as to be connected to a plurality of AC devices such as the lighting 16, respectively.

The railway vehicle 110 includes an AC monitoring device 120a that automatically and periodically measures the insulation resistance of the first low-voltage AC electric circuit 32 and the electrical equipment (for example, the air conditioner 15) connected thereto when the railway vehicle 110 is energized, and an energization An AC monitoring device 120b that automatically and periodically measures the insulation resistance of the second low-voltage AC electric circuit 36 and electrical equipment (for example, the lighting 16 and the brake 19) connected thereto is sometimes mounted.

The AC monitoring device 120a generates between a zero-phase current transformer 127a through which a set of first low-voltage AC electric lines 32 (main electric lines 32u1, 32v1, 32w1) penetrates and the main electric lines 32u1, 32w1 of the first low-voltage AC electric lines 32. and a reference detection unit 128a for detecting the voltage applied. Similarly, the AC monitor 120b includes a zero-phase current transformer 127b through which a set of second low-voltage AC electric lines 36 (main electric lines 36r1, 36n1, 36t1) penetrates, and main electric lines 36r1, 36t1 of the second low-voltage AC electric line 36 and a reference detection unit 128b that detects the voltage generated between the two. The power for operating the AC monitoring devices 120a and 120b may be supplied from the first low-voltage AC circuit 32 or the second low-voltage AC circuit 36 via wires (not shown), or may be supplied from the first low-voltage AC circuit 32 or the second low-voltage AC circuit. It may be supplied from an electric wire other than the electric line 36 .

Note that the AC monitoring device 120a, the AC monitoring device 120b, and the AC monitoring devices 120c to 120h, which will be described later, are configured substantially identically except for the difference in arrangement (connection position). Hereinafter, the AC monitoring devices 120a to 120h will be referred to as an AC monitoring device 120 when described without distinction. Similarly, when the zero-phase current transformer 127a and the reference detector 128a of the AC monitoring devices 120a to 120h are not distinguished from each other, they will be referred to as the zero-phase current transformer 127 and the reference detector 128, respectively.

The zero-phase current transformer 127 is an annular current transformer through which a set of AC electric lines to be measured passes, and detects a leakage current flowing through the set of AC electric lines when the railway vehicle 110 is energized. More specifically, the zero-phase current transformer 127 through which one set of AC electric lines penetrates is downstream of the AC electric lines from the penetration position (the side away from the SIV 30 in the first low-voltage AC electric line 32, the second low-voltage AC electric line 36 Then, the leakage current generated in the electric wire on the side remote from the insulating transformer 34 and each electric device connected to the electric wire is detected.

The leakage current detected by the zero-phase current transformer 127 includes the leakage current Igc caused by the ground capacitance and the leakage current Igr caused by the ground insulation resistance directly related to the insulation resistance. . The leakage current Igc increases not only according to the length of the wire to be measured, but also due to harmonic distortion currents caused by inverters and noise filters used in electrical equipment. .

The reference detection unit 128 is a voltage probe that detects the voltage of a set of AC electric lines to be measured. When the object to be measured is a three-phase three-wire system, for example, when the main electric wire 32v1 and the branch electric wire 32v2 are grounded inside the SIV 30 without intervening windings, the reference detection unit 128 detects the ungrounded U-phase (main electric wire). A voltage cross point between the electric wire 32u1 or the branch electric wire 32u2) and the W phase (the main electric wire 32w1 or the branch electric wire 32w2) is detected. When the object to be measured is a three-phase four-wire system, for example, when the main wires 32u1, 32v1, and 32w1 are grounded inside the SIV 30 via windings and a neutral wire, the reference detection unit 128 detects the ground wire (neutral Detect voltage cross-points between phases other than line). When the object to be measured is a single-phase two-wire system, the reference detection unit 128 detects the difference between the N phase (main electric wire 36n1 or the branch electric wire 36n2) and the L phase (any one of the main electric wires 36r1 and 36t1 and the branch electric wires 36r2 and 36t2). Detect the voltage cross-points between

The AC monitoring device 120 calculates the leakage current Igr to be measured from the detection result of the zero-phase current transformer 127 and the detection result of the reference detection unit 128, and calculates the value of the insulation resistance to be measured from the leakage current Igr. calculate. A known method may be used to calculate the leakage current Igr and the insulation resistance, for example, the method disclosed in Japanese Patent No. 4945727 may be used.

Note that the AC monitoring device 120 may calculate the leakage current Igr caused by the insulation resistance of the measurement target as the measurement result without calculating (measuring) the value of the insulation resistance of the measurement target as the measurement result. In this specification, the AC monitoring device 120 measures the insulation resistance of the object to be measured includes both the calculation of the value of the insulation resistance itself and the calculation of the leakage current Igr.

As described above, the AC monitoring device 120 is based on the detection value of the zero-phase current transformer 127 when the railroad vehicle 110 is energized, and the AC electric line and electrical equipment downstream of the position where the zero-phase current transformer 127 is penetrated. Measure the insulation resistance. As a result, by mounting the AC monitoring device 120 on the railroad vehicle 110, it is possible to measure the insulation resistance of electrical equipment that is actually in operation, and the contact-type monitoring device 70 that measures the insulation resistance by applying voltage can measure the necessary electrical equipment. and the grounding wire 40 (grounding portion) can be eliminated.

Furthermore, the AC monitoring device 120 periodically measures the insulation resistance while the railway vehicle 110 is running. As a result, the AC monitoring device 120 can measure the insulation resistance of an electrical device that cannot be grasped while the vehicle is stopped, such as the insulation resistance of an electrical device that is loaded with running.

In addition, the main wires 32u1 to 36t1, not the branch wires 32u2 to 36t2, pass through the zero-phase current transformers 127a and 127b of the AC monitoring devices 120a and 120b. It is possible to measure the total insulation resistance of the AC equipment connected to the plurality of branch electric wires 32u2 to 36t2 on the downstream side of the phase current transformers 127a and 127b.

In particular, since the main wires 32u1 to 32w1 on the upstream side of all the branch wires 32u2 to 32w2 pass through the zero-phase current transformer 127a, the AC monitoring device 120a detects all the AC currents connected to the first low-voltage AC circuit 32. It can measure the total insulation resistance of equipment. Further, since the trunk wires 36r1 to 36t1 on the upstream side of all the branch wires 36r2 to 36t2 pass through the zero-phase current transformer 127b, the AC monitoring device 120b detects all the AC currents connected to the second low-voltage AC circuit 36. It can measure the total insulation resistance of equipment.

Furthermore, since the DC equipment such as the brake 19 is connected via the rectifier 38 to the trunk lines 36r1 and 36t1 on the downstream side of the zero-phase current transformer 127b, the leakage current of the DC equipment is removed by the zero-phase current transformer 127b. The AC monitoring device 120b can measure the sum of the insulation resistance of the DC equipment and the insulation resistance of the AC equipment on the downstream side of the zero-phase current transformer 127b.

Next, control of the AC monitoring device 120 will be described with reference to FIGS. 16 and 17. FIG. FIG. 16 is a block diagram showing an electrical configuration of AC monitoring device 120. As shown in FIG. FIG. 17 is a flowchart of main processing executed by the CPU 121 of the AC monitor 120. FIG.

The AC monitoring device 120 has a CPU 121 , a flash ROM 122 , and a RAM 123 which is a memory for rewritably storing various work data, flags, etc. when the program of the CPU 121 is executed. are connected to the input/output port 125 respectively. The input/output port 125 further includes an interface (I/F) 126 connected to the input/output port 65 of the railcar 110, the zero-phase current transformer 127 described above, and the reference detector 128 described above. It is connected.

The CPU 121 is an arithmetic device that controls each unit connected by the bus line 124 . The flash ROM 122 is a rewritable non-volatile memory storing programs executed by the CPU 121, fixed value data, etc., and is provided with an AC monitoring program 122a, a unique number memory 122b, and an AC measurement memory 122c. When the AC monitoring program 122a is executed by the CPU 121, the main processing of FIG. 17 is executed.

The unique number memory 122b is a memory in which the unique number of the AC monitoring device 120 is stored. This unique number indicates an insulation resistance measurement target by the AC monitoring device 120 . The AC measurement memory 122c is a memory for temporarily storing insulation resistance measurement results by the AC monitoring device 120, and has substantially the same configuration as the contact-type measurement memory 72c (see FIG. 6) in the first embodiment. be done.

Main processing executed by CPU 121 of AC monitoring device 120 will be described with reference to FIG. 17 . The main process of AC monitoring device 120 is executed when AC monitoring device 120 is powered on.

In the main process of the AC monitoring device 120, first, it is confirmed whether or not the periodic measurement timing for measuring the insulation resistance of the object to be measured has arrived (S111). In addition, as the periodic measurement timing, for example, every hour is exemplified, but the measurement timing may be changed as appropriate.

In the process of S111, when the periodical measurement timing has arrived (S111: Yes), in order to confirm whether the railroad vehicle 110 is energized, it is confirmed whether the pantograph 17 is in a raised state ( S112), and confirms whether all the electromagnetic switches 44 are closed (S113).

When the pantograph 17 is in the raised state and all the electromagnetic switches 44 are closed (S112: Yes and S113: Yes), the railway vehicle 110 is energized and the measurement target by the AC monitoring device 120 is Since the insulation resistance can be measured, the AC monitoring device 120 measures the insulation resistance of the measurement object (S114).

In this embodiment, the AC monitoring device 120 is powered only when the railcar 110 is energized when the pantograph 17 is raised and all the electromagnetic switches 44 are closed, and is not turned on when the railcar 110 is not energized. . Therefore, while the main processing of the AC monitoring device 120 is being executed, the pantograph 17 is in the raised state and all the electromagnetic switches 44 are closed (S112: Yes and S113: Yes). may be omitted.

After the processing of S114, the measurement result of the insulation resistance by the AC monitoring device 120 and the date and time of measurement are associated and stored in the AC measurement memory 122c (S115), and the processing of S116 is executed.

In the processing of S111, if the periodical measurement timing has not arrived (S111: No), the processing of S112 to S115 for measuring the insulation resistance is skipped, and the processing of S116 is executed. Further, when the pantograph 17 is in the lowered state in the processing of S112 (S112: No), or when the electromagnetic switch 44 is open in the processing of S113 (S113: No), the railroad car 110 is not energized. Since the AC monitor 120 cannot measure the insulation resistance to be measured, the processes of S114 and S115 are skipped and the process of S116 is executed.

In the process of S116, it is checked whether the control device 60 of the railway vehicle 110 has requested the measurement results. Note that the request for the measurement result from the control device 60 to the AC monitoring device 120 is executed in the process of S81 in FIG.

In the process of S116, when the measurement result is requested (S116: Yes), the unsent measurement result, the date and time stored in association with the AC measurement memory 122c, and the unique number memory 122b are stored. A unique number of the AC monitoring device 120 is transmitted to the control device 60 (S117), and the processing from S111 onward is repeated. On the other hand, in the process of S116, when the measurement result is not requested (S116: No), the process of S117 is skipped and the processes of S111 and subsequent steps are repeated.

The measurement result, the date and time, and the unique number of the AC monitoring device 120 transmitted in the process of S117 are associated with each other and stored in each measurement result memory 62c in the process of S82 of FIG. It is sent to the external server 90 by processing. The external server 90 that has received these data determines deterioration of the insulation resistance to be measured by the AC monitor 120 based on the data, and notifies the administrator if deterioration is suspected.

As described above, the measurement result of the insulation resistance by the AC monitoring device 120 is transmitted to the external server 90 outside the railway vehicle 110, so that the measurement result of the AC monitoring device 120 while the railway vehicle 110 is running can can be monitored with As a result, when an abnormality (deterioration of the insulation resistance to be measured by the AC monitoring device 120) is discovered by monitoring, the timing of maintenance of the railway vehicle 110 can be planned early.

Next, a fourth embodiment will be described with reference to FIGS. 18 and 19. FIG. 3rd Embodiment demonstrated the case where the alternating current monitoring apparatus 120 was mounted in the 1 unit|set of the railway vehicle 110. FIG. On the other hand, in the fourth embodiment, a case will be described in which an AC monitoring device 120 is mounted on each part of each railcar 130a, 130b, 130c in a train set in which railcars 130a, 130b, 130c are coupled. The same parts as those in the first to third embodiments are denoted by the same reference numerals, and the description below is omitted.

FIG. 18 is a circuit diagram schematically showing electric circuits of railcars 130a, 130b, and 130c in the fourth embodiment. It should be noted that FIG. 18 schematically shows the electrical circuits of the railway vehicles 130a, 130b, and 130c downstream of the SIV 30. As shown in FIG. The electric circuits of railway vehicles 130a, 130b, 130c upstream of SIV 30 are configured in the same manner as the electric circuits of railway vehicles 100a, 100b, 100c in the second embodiment shown in FIG.

As shown in FIG. 18, railcars 130a to 130c mainly include a vehicle body 12, wheels 13, connecting portions 14, and a plurality of electric devices (lightings 16, brakes 19, etc.). The railcars 130a to 130c form a train set by connecting the connecting portions 14 to each other.

The first low-voltage AC electric line 32 of the railroad vehicle 130b extends from the SIV 30 mounted on the railroad vehicle 130b and includes a set of three trunk wires 32u1b, 32v1b, which are drawn between the front and rear coupling portions 14 of the railroad vehicle 130b. 32w1b, and branch electric wires 32u2b, 32v2b, and 32w2b branched from the main electric wires 32u1b, 32v1b, and 32w1b, respectively. Although not shown, the first low-voltage AC electric line 32 passes through the inside of the SIV 30 and is connected to the ground wire 40 via an electromagnetic switch 44b and a manual switch 46b. A plurality of sets of the branch electric wires 32u2b, 32v2b, and 32w2b are provided so as to be connected to a plurality of AC devices such as the air conditioner 15, respectively.

The railway vehicle 130a includes main electric wires 32u1a, 32v1a, and 32w1a respectively connected to the main electric wires 32u1b, 32v1b, and 32w1b via the connecting portion 14, and branch electric wires 32u2a, 32v2a branched from the main electric wires 32u1a, 32v1a, and 32w1a, respectively. , 32w2a. A plurality of sets of the branch electric wires 32u2a, 32v2a, 32w2a are provided so as to be connected to a plurality of AC devices such as the air conditioner 15, respectively.

The railway vehicle 130c includes main electric wires 32u1c, 32v1c, and 32w1c respectively connected to the main electric wires 32u1b, 32v1b, and 32w1b via the connecting portion 14, and branch electric wires 32u2c, 32v2c branched from the main electric wires 32u1c, 32v1c, and 32w1c, respectively. , 32w2c. A plurality of sets of the branch electric wires 32u2c, 32v2c, and 32w2c are provided so as to be connected to a plurality of AC devices such as the air conditioner 15, respectively.

AC monitoring devices 120c, 120d, and 120e are mounted on the railway vehicles 130a to 130c for each set of branch electric wires 32u2a to 32w2c, respectively. A set of branch electric wires 32u2a to 32w2a pass through the zero-phase current transformer 127c of the AC monitoring device 120c, and the reference detection section 128c of the AC monitoring device 120c is connected to the main electric wires 32u1a and 32w1a.

A set of branch electric wires 32u2b to 32w2b pass through the zero-phase current transformer 127d of the AC monitoring device 120d, and the reference detection section 128d of the AC monitoring device 120d is connected to the main electric wires 32u1b and 32w1b. A set of branch electric wires 32u2c to 32w2c pass through the zero-phase current transformer 127e of the AC monitoring device 120e, and the reference detection section 128e of the AC monitoring device 120e is connected to the trunk wires 32u1c and 32w1c.

Therefore, the AC monitoring devices 120c to 120e respectively monitor the insulation resistance of the AC equipment (such as the air conditioner 15) to which one set of branch wires 32u2a to 32w2c is connected, and the insulation resistance of the AC equipment to which the other branch wires 32u2a to 32w2c are connected. Measurement is possible without being affected by insulation resistance.

The second low-voltage AC electric line 36 of the railroad vehicle 130b includes trunk wires 36r1b and 36t1b extending from an insulation transformer 34 mounted on the railroad vehicle 130b and drawn between the front and rear coupling portions 14 of the railroad vehicle 130b, and their trunks. It has branch electric wires 36r2b (not shown) and 36t2b branched from the electric wires 36r1b and 36t1b, respectively. Further, since the trunk wire 36n1b connected to the ground wire 40b extends from the insulating transformer 34, the ground wire 40b also functions as a part of the trunk wire 36n1b, and branch wires 36n2b branch off from the ground wire 40b.

The railway vehicle 130a includes main electric wires 36r1a and 36t1a connected to the main electric wires 36r1b and 36t1b via the connecting portion 14, and branch electric wires 36r2a (not shown) and 36t2a branching from the main electric wires 36r1a and 36t1a, respectively. , is equipped with Also, the ground wire 40a connected to the ground wire 40b functions as part of the trunk wire, and the branch wire 36n2a branches off from the ground wire 40a.

The railway vehicle 130c has main electric wires 36r1c and 36t1c respectively connected to the main electric wires 36r1b and 36t1b via the coupling portion 14, and branch electric wires 36r2c and 36t2c (not shown) branched from the main electric wires 36r1c and 36t1c, respectively. , is equipped with Also, the ground wire 40c connected to the ground wire 40b functions as part of the trunk wire, and the branch wire 36n2c branches off from the ground wire 40c.

Rectifiers 38 are connected to the trunk wires 36r1a and 36t1a, the trunk wires 36r1b and 36t1b, and the trunk wires 36r1c and 36t1c, respectively. connected respectively.

The branch electric wires 36r2a and 36n2a constitute one set of single-phase two-wire electric circuit. The branch electric wires 36t2c and 36n2c form a single-phase two-wire electric circuit. A plurality of sets of electric lines are provided so as to be connected to a plurality of alternating-current devices such as the lighting 16, respectively.

An AC monitoring device 120b is mounted on the railcar 130b. Main wires 36r1b to 36t1b at the most upstream (upstream of all the branch wires 36r2b to 36t2b) pass through the zero-phase current transformer 127b of the AC monitoring device 120b. As a result, the AC monitoring device 120b can monitor a plurality of electric devices (such as the lighting 16) connected to the main wires 36r1b to 36t1b via the main wires 36r1a to 36t1a and 36r1c to 36t1c, the branch wires 36r2a to 36t2c, and the rectifier . equipment, DC equipment such as the brake 19) can be measured.

The railway vehicles 130a to 130c are equipped with AC monitoring devices 120f, 120g, and 120h for each set of branch electric lines 36r2a to 36t2c. A set of branch wires 36r2a to 36t2a runs through the zero-phase current transformer 127f of the AC monitor 120f, and the reference detector 128f of the AC monitor 120f is connected to the main wire 36t1a and the ground wire 40a.

A set of branch wires 36r2b to 36t2b passes through the zero-phase current transformer 127g of the AC monitoring device 120g, and the reference detection section 128g of the AC monitoring device 120g is connected to the main wire 36t1b and the ground wire 40b. A set of branch wires 36r2c to 36t2c runs through the zero-phase current transformer 127h of the AC monitor 120h, and the reference detector 128h of the AC monitor 120h is connected to the main wire 36r1c and the ground wire 40c.

As a result, the AC monitoring devices 120f to 120h respectively monitor the insulation resistance of the AC equipment (lighting 16) connected to one set of electric lines by the branch electric wires 36r2a to 36t2c, and the AC voltages connected to other branch electric wires 36r2a to 36t2c. Measurement can be performed without being affected by the insulation resistance of the equipment.

Furthermore, by comparing the measurement results of the AC monitoring devices 120f, 120g, and 120h with the measurement results of the AC monitoring device 120b, deterioration of the insulation resistance of the DC equipment such as the brake 19 can be determined. This will be described with reference to FIG. FIG. 19 is a flowchart of warning display processing executed by the external server 90 .

As shown in FIG. 19, in the warning display process, first, it is checked whether the measurement result of the AC monitoring device 120b on the main wires 36r1a to 36t1c of the second low-voltage AC circuit 36 is below a threshold value (S121).

When the measurement result of the AC monitoring device 120b is equal to or less than the threshold (S121: Yes), insulation of at least one of a plurality of AC devices and DC devices connected to the second low-voltage AC electric circuit 36 of the railway vehicles 130a to 130c Deterioration of resistance is suspected. Therefore, in this case, in order to determine (estimate) which device has deteriorated insulation resistance, any of the measurement results of the AC monitoring devices 120f to 120g in the branch wires 36r2a to 36t2c of the second low-voltage AC circuit 36 is equal to or less than the threshold (S122).

If any of the measurement results of the AC monitoring devices 120f to 120g is equal to or less than the threshold (S122: Yes), the cause of the measurement result of the AC monitoring device 120b to be equal to or less than the threshold is the AC monitoring devices 120f to 120g. It can be inferred that this is the deterioration of the insulation resistance of the object to be measured (the AC equipment to which a set of electric lines of the branch electric wires 36r2a to 36t2c are connected).

Therefore, in this case, a warning display is performed for the AC devices to be measured by the AC monitoring devices 120f to 120g for which the measurement result is equal to or less than the threshold value (S123), and the warning display processing ends. In this warning display, the display device of the external server 90 displays the object to be measured whose insulation resistance is suspected to be deteriorated, and notifies the administrator of the external server 90 of the suspicion of deterioration.

On the other hand, in the process of S122, if none of the measurement results of the AC monitoring devices 120f to 120g are equal to or less than the threshold (S122: No), the cause of the measurement result of the AC monitoring device 120b being equal to or less than the threshold is It can be inferred that the insulation resistance of the DC equipment, rather than the AC equipment to be measured by the AC monitoring devices 120f to 120g, is deteriorated. Therefore, in this case, a warning is displayed for the DC device (S124), and the warning display process is terminated.

In addition, in the process of S121, if the measurement result of the AC monitoring device 120b does not fall below the threshold value (S121: No), specifically, for example, the measurement result of the AC monitoring device 120c or the measurement of the contact-type monitoring device 70d If the result is only equal to or less than the threshold, a warning is displayed for the measurement target of the AC monitoring device 120c or the contact monitoring device 70d that is equal to or less than the threshold (S125), and the warning display process ends.

Next, a fifth embodiment will be described with reference to FIG. In the first to fourth embodiments, the case where the contact monitoring device 70 and the AC monitoring device 120 are mounted on the railway vehicles 10, 100a to 100c, 110, 130a to 130c, which are DC trains, has been described. On the other hand, in the fifth embodiment, a case where the contact monitoring device 70 and the AC monitoring device 120 are mounted on a railway vehicle 150, which is an AC train, will be described. The same parts as those in the first to fourth embodiments are denoted by the same reference numerals, and the description below is omitted.

FIG. 20 is a schematic circuit diagram of the electric circuit of the railcar 150 in the fifth embodiment. The railway vehicle 150 is an AC train, and mainly includes a vehicle body 12, wheels 13, a connecting portion 14, and a plurality of electric devices (air conditioner 15, lighting 16, etc.).

A high-voltage (25000 V in this embodiment) single-phase AC current flows through the overhead wire 140 that is laid over the rail 2 by generating an electromotive force at the substation 141 with respect to the grounded rail 2 . By raising the pantograph 17 and bringing it into contact with the overhead wire 140 , AC power is supplied from the overhead wire 140 through the pantograph 17 to the power supply line 18 of the railcar 150 .

The power line 18 and the ground side wire 42 are connected by the primary winding of the main transformer 151 . The main transformer 151 is an isolation transformer that transforms and outputs an input voltage and isolates the input side and the output side. A tertiary winding is provided.

A secondary winding of the main transformer 151 is connected to an AC/DC converter 152 that converts AC power output from the main transformer 151 into DC power. A VVVF inverter 20 is connected to the output side of the AC/DC converter 152 . AC power is supplied from the VVVF inverter 20 to the electric motor 22 via electric motor wires 24 .

A tertiary winding of the main transformer 151 is connected to a single-phase two-wire first low-voltage AC electric circuit 154 . The first low-voltage AC line 154 is supplied with fixed voltage (eg, 440 V) and fixed-frequency single-phase AC power from the main transformer 151, like the first low-voltage AC line 32 of the first to fourth embodiments.

The first low-voltage AC electric line 154 includes a set of two main wires 154L1 and 154N1 extending from the main transformer 151 and drawn between the connecting portions 14 at both ends of the railroad car 150, and from the main wires 154L1 and 154N1, respectively. Branched electric wires 154L2 and 154N2 are provided. Although not shown, the trunk line 154N1 is connected to the ground line 40 . A plurality of sets of the branch electric wires 154L2 and 154N2 are provided so as to be connected to a plurality of AC devices such as the air conditioner 15, respectively.

A primary winding of an isolation transformer 155 is connected to the main wires 154L1 and 154N1 of the first low-voltage AC electric circuit 154 . A secondary winding of the insulating transformer 155 is connected to a single-phase two-wire second low-voltage AC electric circuit 156 . The isolation transformer 155 transforms the voltage of the AC power input from the first low-voltage AC electric line 154 to 100 V in this embodiment and outputs it to the second low-voltage AC electric line 156, and the first low-voltage AC electric line 154 and the second It insulates from the low-voltage AC electric circuit 156 .

The second low-voltage AC electric line 156 includes a trunk electric wire 156L1 extending from the insulating transformer 155 and drawn between the connecting portions 14 at both ends of the railcar 150, and branch electric wires 156L2 branching from the trunk electric wire 156L1. . Further, since the trunk wire 156N1 connected to the ground wire 40 extends from the insulating transformer 155, the ground wire 40 also functions as part of the trunk wire 156N1, and the branch wire 156N2 branches from the ground wire 40. FIG.

A plurality of sets of the branch electric wires 156L2 and 156N2 are provided so as to be connected to a plurality of AC devices such as the lighting 16, respectively. A rectifier 38 is connected to the main line 156L1, and DC devices such as the brake 19 are connected between the rectifier 38 and the ground line 40 (the main line 156N1).

Such a railway vehicle 150 is equipped with a contact-type monitoring device 70a and AC monitoring devices 120a, 120b, and 120i for measuring the insulation resistance of each part.

The contact-type monitoring device 70a has a terminal V connected to the ground wire 40 through the wire AV, and a terminal a connected to the power supply wire 18 through the wire Aa. When the railway vehicle 150 is not energized (while the pantograph 17 is lowered and the electromagnetic switch 44a is opened), a voltage is applied between the terminal V and the terminal a to , the total insulation resistance between the primary winding of the main transformer 151 and the ground-side wire 42 can be measured.

The AC monitoring devices 120a and 120b include zero-phase current transformers 127a and 127b through which the most upstream of one set of trunk wires 154L1 and 154N1 or one set of trunk wires 156L1 and 156N1 pass, and one set of trunk wires 154L1 to 156N1. and reference detection units 128a and 128b that detect the voltage between them. Based on the detected value of the zero-phase current transformer 127a and the detected value of the reference detector 128a, the AC monitoring device 120a measures the total insulation resistance of the first low-voltage AC circuit 154 and a plurality of current devices connected thereto. do. Based on the detection value of the zero-phase current transformer 127b and the detection value of the reference detection unit 128b, the AC monitoring device 120b measures the total insulation resistance of the second low-voltage AC electric circuit 156 and the plurality of current devices connected thereto. do.

The AC monitoring device 120i includes a zero-phase current transformer 127i through which a set of three wires 24u, 24v, and 24w of the motor wires 24 penetrates, and a reference detection unit 128i that detects the voltage between the ungrounded wires 24u and 24w. and have. The AC monitoring device 120i can measure the insulation resistance of the electric motor wire 24 and the electric motor 22 based on the detection value of the zero-phase current transformer 127i and the detection value of the reference detection unit 128i.

The present invention has been described above based on the embodiments, but the present invention is not limited to the above-described embodiments, and it is easy to make various improvements and modifications without departing from the scope of the present invention. can be inferred. For example, the voltage of the overhead wire 4, the numerical value of the output voltage from the SIV 30, the number of the railway vehicles 10, 11, 100a to 100c, 110, 130a to 130c, 150 connected to each other, etc. may be changed as appropriate. Further, the detailed electric circuits of each part of the railcars 10, 11, 100a to 100c, 110, 130a to 130c, 150 may be changed as appropriate.

In the above embodiment, the case where the railcars 10, 11, 100a to 100c, 110, 130a to 130c, and 150 run on the rail 2 has been described, but the present invention is not limited to this. For example, the present invention may be applied to railway vehicles suspended from rails.

In the above embodiment, the case where power is supplied from the overhead wire 4, 140 (pantograph 17) or the power supply 102 to the power supply line 18 has been described, but the present invention is not limited to this. For example, the power supply from the overhead wires 4, 140 to the power supply line 18 and the power supply from the power supply 102 to the power supply line 18 may be switched.

In the above embodiment, the conversion device that converts and outputs the voltage input from the power supply line 18 includes the VVVF inverter 20, the SIV 30, the combination of the SIV 30 and the isolation transformer 34, the main transformer 151, and the main transformer 151 , the combination of the AC/DC converter 152 and the VVVF inverter 20, and the combination of the main transformer 151 and the isolation transformer 155, but are not limited thereto. For example, a device that reduces the voltage of the DC power from the power supply line 18 by voltage division and outputs it may be used as the conversion device.

In the above embodiment, either the contact monitoring device 70 or the AC monitoring device 120 is provided for the measurement target of one AC electric circuit (the electric motor wire 24, the first low voltage AC electric circuit 32 or the second low voltage AC electric circuit 36). Although the case has been described, it is not limited to this. Both the contact-type monitoring device 70 and the AC monitoring device 120 may be provided for one AC electric circuit to be measured.

Although the case where the electromagnetic switch 44 is opened and closed by the storage battery 67 has been described in the above embodiment, the present invention is not limited to this. For example, the electromagnetic switch 44 may be opened and closed by the storage battery 82 of the contact monitoring device 70 . In this case, in the main processing of the CPU 71 of the contact monitoring device 70 of FIG. 7, when the pantograph 17 is lowered (S31: Yes), after sending a signal from the CPU 71 to open all the electromagnetic switches 44, S32, A signal may be sent from the CPU 71 to close all the electromagnetic switches 44 after proceeding to the process of S33.

Also, the electromagnetic switch 44 has been described as a latch type switch that opens and closes with an electric signal. The closed state may be maintained by a spring when energized. In this case, even if the circuit supplying electric power to the electromagnetic switch 44 fails, the electromagnetic switch 44 is closed while the railway vehicles 10, 11, 100a to 100c, 110, 130a to 130c, 150 are running (when energized). The state can be maintained and the vehicle can run normally.

In the above embodiment, the case where two electromagnetic switches 44 are arranged in parallel has been described, but one may be used, or three or more may be arranged in parallel. Moreover, depending on the circuit in which the electromagnetic switch 44 is provided, a portion in which a plurality of electromagnetic switches 44 are arranged in parallel and a portion in which only one electromagnetic switch is arranged may be combined.

In the above embodiment, the contact-type monitoring device 70c measures the control lines 201 to 203 that are not connected to the second low-voltage AC electric circuit 36, the power supply line 18, the first low-voltage AC electric circuit 32, etc. when the railway vehicle 10 is not energized. explained. Since any one of these control lines 201 to 203 is selectively connected to the second low-voltage AC circuit 36 via the control device 60 when the railway vehicle 10 is energized, the second low-voltage AC line by the AC monitoring device 120 It is difficult to measure the insulation resistance of the control lines 201 to 203 in the AC electric circuit 36 . On the other hand, the contact monitoring device 70 can easily measure the insulation resistance of the control lines 201-203. In addition to the control lines 201 to 203, the insulation resistance of various control lines that are not connected to the second low-voltage AC electric line 36, the power supply line 18, the first low-voltage AC electric line 32, etc. when the railroad vehicle 10 is not energized is contacted. It may be measured by the type monitoring device 70 .

In the above embodiment, the case where the normal operation of the contact-type monitoring device 70 is confirmed by measuring the resistance value of the reference resistor 81 with the contact-type monitoring device 70 has been described. Other than this confirmation of normal operation, the third switch SW3 may be closed to connect the measurement section 77 and the switching section 79 to the ground line 40 via the reference resistor 81 . In this case, the parasitic residual voltage and capacitance in the contact-type monitoring device 70 can be discharged using the reference resistor 81 .

In the above-described embodiment, the contact-type monitoring devices 70c and 70f are used to measure the insulation resistance of each part of the first low-voltage AC circuit 32 and the second low-voltage AC circuit 36, but the present invention is not limited to this. For example, the contact-type monitoring device 70 for measuring the insulation resistance of the first low-voltage AC circuit 32 and the contact-type monitoring device 70 for measuring the insulation resistance of each part of the second low-voltage AC circuit 36 may be provided separately. In this case, since the first low-voltage AC electric circuit 32 and the second low-voltage AC electric circuit 36 have different voltages, the insulation resistance of each electric circuit can be measured with high accuracy by installing a dedicated contact-type monitoring device 70 for each electric circuit. Furthermore, the application of the voltage for the first low-voltage AC circuit 32 to the second low-voltage AC circuit 36 can be suppressed.

In addition, the applied voltage during measurement by the contact-type monitoring device 70 is set below the voltage flowing through each electric circuit to be measured when the railcars 10, 100a to 100c, 110, 130a to 130c, and 150 are energized. It is possible to perform measurement by the contact monitoring device 70 while the electrical equipment, which is prohibited from the conventional insulation resistance test that applies a high voltage, is connected to each electric circuit.

Moreover, regardless of the value of the voltage applied between the terminal V and the terminals a to f, the contact monitoring device 70 may be provided for each of one or more measurement objects. In addition, by increasing the number of terminals a to f of the contact monitoring device 70, the insulation resistance of each part of one railway vehicle 10, 100a to 100c, 110, 130a to 130c, 150 can be measured by one contact monitoring device 70. You can measure with

In the above embodiment, the AC monitoring device 120 calculates the insulation resistance to be measured from the detection result of the zero-phase current transformer 127 and the detection result of the reference detection unit 128. However, the present invention is not limited to this. . For example, the reference detector 128 may be omitted. However, by calculating the insulation resistance to be measured from the detection result of the zero-phase current transformer 127 and the detection result of the reference detection unit 128, the detection accuracy of the measurement result of the insulation resistance by the AC monitoring device 120 can be improved.

In the above embodiment, the case where the brake 19 and the control device 60 are connected to the second low-voltage AC electric lines 36 and 156 via the rectifier 38 has been described, but the present invention is not limited to this. For example, the brake 19 and controller 60 may be connected to the battery via wires different from the second low voltage AC circuit 36,156 and the first low voltage AC circuit 32,154. As a result, the brake 19 and the control device 60 can be operated even when the power supply from the overhead wires 4, 140 is interrupted.

Although the case where the air conditioner 15 is connected to the first low-voltage AC electric lines 32 and 154 has been illustrated in the above embodiment, the present invention is not limited to this. AC devices connected to the first low-voltage AC electric lines 32 and 154 include, in addition to the air conditioner 15, an electric air compressor, a ventilator, and various cooling fans.

2 Rails 10, 100a to 100c, 110, 130a to 130c, 150 Railway vehicle 12 Car body (a part of the grounding part)
15 Air conditioning equipment (electrical equipment)
16 Lighting (electrical equipment)
18, 18a to 18c power line 19 brake (electrical equipment)
20 VVVF inverter (converter or part of converter)
22 Electric motors (electrical equipment)
22b housing (a part of the ground part)
24 Motor wire (output wire)
30 SIV (converter or part of converter)
32, 154 1st low-voltage AC electric circuit (output electric wire)
34, 155 isolation transformer (part of conversion device)
36, 156 Second low-voltage AC electric circuit (output electric wire)
40, 40a to 40c ground wire (part of ground part)
42, 42a to 42c Ground side wire 44, 44b to 44i Electromagnetic switch 44a Electromagnetic switch (power supply side switch)
60 control device (electrical equipment)
70, 70a to 70g Contact monitoring device (monitoring device)
77 measurement unit (resistance measurement unit)
78 voltage application unit 79 switching unit VDn (n=1 to 6) voltage detection unit SW1-n (n=1 to 6) first switch SW2-n (n=1 to 6) second switch 81 reference resistor 86 isolation transformer (Electrical equipment)
151 main transformer (converter or part of converter)
152 AC/DC converter (part of conversion device)

Claims (4)

A railway vehicle running on rails,
a ground portion connected to the rail;
a power line to which power is supplied;
a conversion device connected to the power line for adjusting and outputting an input voltage from the power line;
an output wire to which output power is supplied from the conversion device;
an electrical device connected to the output wire and operated by the output power;
an electromagnetic switch that connects the electrical device and the grounding portion so as to be openable and closable via the output wire, and opens in response to interruption of power supply to the power supply wire;
With the electromagnetic switch open, a voltage is applied between the output wire connected to the electrical device disconnected from the ground and the ground, and the insulation resistance of the output wire is increased. a monitoring device that measures
A railway vehicle characterized by comprising: a ground-side wire that connects the input side of the conversion device and the ground portion;
a power supply side switch that disconnects the ground side wire from the ground portion by opening in response to interruption of power supply to the power supply line,
The monitoring device applies a voltage between the ground portion and at least one of the power line and the ground side wire while the power side switch is open, and measures the insulation resistance of at least one of them. The railway vehicle according to claim 1, characterized in that: The monitoring device
a first switch connected to an electric wire whose insulation resistance is to be measured so as to be openable and closable;
a voltage detection unit connected to the object to be measured via a closed first switch and detecting a voltage applied to the object to be measured;
a second switch connected to the voltage detection unit and the first switch so as to be openable and closable, and closed when the voltage detected by the voltage detection unit is equal to or less than a predetermined value;
3. The measuring circuit according to claim 1, wherein the first switch and the second switch connected to each other are closed to form a measuring circuit for measuring the insulation resistance of the object to be measured connected to the first switch. train car. The monitoring device
a voltage applying section that applies a positive voltage to the ground section;
a resistance measuring unit that is connected to the wire to be measured that is disconnected from the ground portion and measures the insulation resistance of the object to be measured based on the voltage applied by the voltage applying unit;
a reference resistor disposed between the resistance measurement unit and the grounding unit and having a predetermined resistance value;
a switching unit that switches connection between the resistance measuring unit and the object to be measured to connection between the resistance measuring unit and the grounding unit via the reference resistor;
The resistance measuring unit, in a state where the switching unit switches to the connection between the resistance measuring unit and the grounding unit via the reference resistor, is based on the voltage applied by the voltage applying unit, instead of the insulation resistance. 4. The railway vehicle according to any one of claims 1 to 3, wherein a resistance value of said reference resistance is measured.

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