JP3499522B2 - Failure detection device for main circuit system of railway vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a failure detection device for a main circuit system of a railway vehicle.

[0002]

2. Description of the Related Art Conventionally, as a method of detecting a failure of a main circuit system of a railroad vehicle, a method of detecting a failure by comparing an input value and an output value to a main circuit control device is known.

That is, when a power running command is input from the driver's cab to the main circuit controller of the main circuit system, whether the current or voltage corresponding to the power running command is output from the main circuit controller to the main motor. If the current or voltage corresponding to the power running command is output, it is determined to be normal, but if it is not output, it is determined to be abnormal, and some failure may be considered to have occurred. it can. Therefore, for example, if the current or voltage flowing to the main electric motor remains 0 (zero) despite the input of the powering command, it is determined that there is a failure.

[0004]

However, in the above method, since the judgment is made only by comparing the input value and the output value to the main circuit control device, it is necessary to make such a comparison. Is not input, for example, when the wiring for transmitting the power running command instructed from the driver's cab is broken or the element for receiving the power running command fails, the power running command is input to the main circuit controller. If it is not, determine whether there is no input because the main circuit controller does not actually have a powering command, or whether there is actually a powering command but there is no input to the main circuit controller due to some malfunction. I can't. That is, the main circuit control device cannot determine whether or not the situation is normal.

Similarly, if electric power is not supplied to the main circuit system from the main power source (train line), the power is not supplied due to a power failure of the train line voltage or wiring between the train line and the main circuit system. It is not possible to judge whether or not it will be supplied due to the disconnection of the wire or the melting of the main fuse. As described above, the failure may not be detected in some cases by simply comparing the input value and the output value to the main circuit control device.

Further, the maximum design value of the current or voltage output from the main circuit control device to the main motor is calculated in advance, and then the output current or voltage is monitored while the vehicle is in operation. When the value exceeds the maximum design value, it was determined that there was something wrong,
As in the case described above, it may not be possible to detect a failure.

The present invention has been made in view of the above point, and detects a failure by comparing the actual vehicle state and the output value from the main circuit control device, regardless of the input command value. It is an object of the present invention to provide a failure detection device for a main circuit system of a railway vehicle that is capable of

[0008]

In order to achieve the above object, the invention of claim 1 is a failure detecting device for a main circuit system of a railway vehicle, which has at least two main converting devices in one formation. Speed detection means for detecting the speed of the vehicle, acceleration detection means for detecting the acceleration of the vehicle based on the speed signal from the speed detection means, current detection means for detecting the current flowing from the main conversion device to the main motor, Receiving signals from the acceleration detecting means and the current detecting means, the acceleration of the vehicle and the current flowing to the main motor are compared.
By comparing, regardless of the input command value,
The main circuit system is provided with a determining means for determining whether the main circuit system is abnormal or malfunctioning. Here, “having at least two main conversion devices in one formation”
And, regardless of the mode of wheel control by the main conversion device,
It means that at least two units or more main conversion devices may be included in one formation. So, for example, 1
Even if one vehicle is provided with four main converters to control one wheel with one main converter, two main converters are required to control eight wheels.
Even if one main conversion device is provided for one vehicle, as long as at least two units or more main conversion devices are included in one formation, the present invention is the subject of claim 1.

According to the invention of claim 1, the speed of the vehicle is detected by the speed detecting means, and from the speed of the vehicle,
The acceleration detection means detects the acceleration of the vehicle. On the other hand, the current detecting means detects the current flowing from the main converter to the main motor. Then, the determining means determines whether or not the main circuit system is abnormal based on the relationship between the acceleration and the current flowing to the main motor. That is, in order for a vehicle (train) to obtain a predetermined acceleration, a current corresponding to it should be flowing to the main motor (empirically confirmed). Is not normal, and the determining means determines that there is an abnormal situation in which some problem has occurred.

In this way, by comparing the actual vehicle state (acceleration) and the corresponding output value (current value of the current to the main motor) regardless of the input command value, they are When the originally expected correspondence is not established, it is determined that the main circuit system is abnormal.

In this case, as described in claim 2,
Only when it is determined that the determination means is accelerating based on the signal from the acceleration detection means, it is determined whether the main circuit system is abnormal,
It can be configured to determine that the main circuit system is abnormal when the current value of the current flowing to the main motor during acceleration is less than a set value. If the signal from the acceleration detecting means determines that the vehicle is "accelerating," it is determined that the vehicle is powering. Also,
The acceleration threshold value (set value) for determining "accelerating" is appropriately determined in consideration of the performance of the vehicle.

According to the second aspect of the present invention, during acceleration, when the current flowing to the main motor is less than the set value, the current necessary for acceleration does not flow to the main motor and the motor cannot be accelerated. Since it is accelerating, it is determined to be abnormal. Therefore, regardless of the input command value,
From the relationship between the acceleration and the current flowing to the main motor, it is detected that the main circuit system is abnormal.

According to a third aspect of the present invention, further, a timer means for receiving a signal from the determining means and measuring a time during which the abnormality continues to occur, and a signal from the timer means, Counting means for incrementing the counter by 1 when the time during which the abnormality continues continues exceeds a set time, the judging means receives a signal from the counting means, and the counter sets the set value. It is desirable to determine that there is a failure in the case above. The set time for the timer means and the set value (set number) for the count means need to be appropriately determined in consideration of the route status to be operated and the operation pattern. Here, the reason for providing the timer means and the counting means is that, for example, when the vehicle travels on a downward slope, even when the vehicle accelerates despite a state in which no current flows in the main motor. This is because such a state is not erroneously detected as an abnormality (fault).

According to the third aspect of the present invention, when the determination means determines that the abnormality is not normal, that is, the abnormality, the time during which the same abnormal situation continues is generated by the timer means. When the measured time (the time during which the abnormality continues to occur) is equal to or longer than the set time, it is determined that the main circuit system is abnormal, the counter increments the counter by 1, and the counter is incremented by 1.
Only increase.

Then, when it is determined that the failure is not caused by this alone, but the above-mentioned abnormal condition is continuously and repeatedly occurred and the counter is increased until it becomes equal to or more than the set value, It is determined that a failure has occurred in the main circuit system. And the failure information is
For example, by using a failure indicator light provided on the driver's cab or a monitor device, crew members and maintenance personnel are informed and their attention is called.

In this case, as described in claim 4, the determination means determines whether or not the vehicle is stopped prior to the determination as to whether or not acceleration is being performed by the signal from the acceleration detection means. And only when it is determined that it is stopped,
After that, it is desirable to judge whether or not the vehicle is accelerating.

According to the fourth aspect of the present invention, when the vehicle departs after stopping at a station or the like, a powering command is issued from the driver's cab for acceleration. Therefore, whether or not acceleration is in progress is issued for each powering command. It will be determined. Therefore, whether or not the vehicle is accelerating is not unnecessarily determined, and the abnormality is determined under the same condition that the vehicle is accelerating after the vehicle is stopped (powering command).

Further, as described in claim 5,
It is desirable to have reset means for receiving the signals from the acceleration detecting means and the timer means and resetting the counter when it is determined that there is no abnormality based on the relationship between the acceleration and the current flowing to the main motor.

According to the invention of claim 5, even after the abnormal state has once occurred, if the normal state is restored for some reason, the number of occurrences of the abnormal state is counted and the failure occurs. Since it is no longer necessary to detect, the resetting means resets the counter, returns it to the initial state, and does not erroneously detect a failure.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a diagram showing a schematic configuration of a main circuit system.

The main circuit system of a railway vehicle is constructed as shown in FIG. 1, and the electric power supplied from the train line 100 is
From the current collector 1 (pantograph) having a current collecting function, it is taken into the inverter devices 3 and 3 which are the main converters through the main fuse device 2. The inverter device 3 is controlled by the main circuit control device 4, and the main circuit control device 4 receives a driving command (powering command, braking command) from the master controller 5a (master controller) of the cab 5 and responds to it. The inverter device 3 is controlled so as to supply electric power to the main electric motor 6, and the rotational speed, torque, etc. of the main electric motor 6, which is the basis of the running characteristics of the railway vehicle, are controlled.

When a power running command from the driver of the cab 5 is input to the main circuit control device 4, normally, the inverter device 3 is activated by a signal from the main circuit control device 4 and a power running command is issued. A current corresponding to the value is supplied to the main electric motor 6, which causes the main electric motor 6 to rotate and the rail vehicle to start traveling.

A speed generator 7 is associated with the wheels (not shown) of the railway vehicle. This speed generator 7
Is for inducing an induced voltage according to the rotation of the wheel, is used as a speed sensor for detecting the speed, and speed information (speed signal) is sent to the main circuit control device 4. Then, the main circuit control device 4 processes the speed information (speed signal) to detect the stop of the vehicle and the acceleration detection that detects the acceleration of the vehicle based on the signal from the speed generator 7. Means 4B. In addition, the acceleration of the railway vehicle is
It is also possible to attach a rotation speed sensor (not shown) to the main electric motor 6 and send the rotation speed information detected using the rotation speed sensor to the main circuit control device 4 to calculate the acceleration.

The current supplied to the main motor 6 is detected by the main motor current detector 8 (current detecting means). The current detector 8 is provided for each of the two main motors 6, that is, for each trolley. The current information (current signal) detected by the current detector 8 is sent to the main circuit controller 4.

The main circuit control device 4 is provided with a current detecting means 4C which receives a signal from the current detector 8 and detects a current flowing to the main electric motor 6.

Further, the main circuit controller 4 further receives signals from the stop detecting means 4A, the acceleration detecting means 4B and the current detecting means 4C, and each time the vehicle stops, the acceleration and the current flowing to the main electric motor 6 ( A failure determination unit 4D that determines whether or not the main circuit system is abnormal based on the relationship with the current value) and determines whether or not there is a failure based on the number of times the abnormal situation occurs continuously. . For example, when the acceleration is 0.3 m / s ² or more, the failure determination unit 4D determines that the vehicle is "accelerating", and the main electric motor 6 is detected even though it is determined that "accelerating". Current value is 1
When it is less than 00A, it is determined to be abnormal, that is, abnormal. When the failure determination unit 4D continuously detects an abnormality and the number of counts (counter C) reaches or exceeds the set value (for example, 3 times), it means that some failure has occurred in the corresponding main circuit system. judge.

Therefore, the main circuit control device 4 further receives a signal from the failure determining means 4D and measures the time during which the abnormality has occurred, and a timer means 4E which receives the signal from the timer means 4E to cause an abnormality. Is provided with counting means 4F for incrementing the counter C by 1 when the time during which is occurring is equal to or greater than the set time, and when the signal from the counting means 4F is received and the counter C exceeds the set value,
It is determined that there is a failure. When it is determined that there is a failure, the notification means 4F notifies that there is a failure. This notification is executed by turning on the failure indicator lamp 5b of the driver's cab 5 or by displaying it on the display of the monitor means 5c (see FIG. 3).

That is, when the current is not flowing despite the acceleration, the measurement start signal is sent to the timer means 4E, and the time when the current is not flowing (the time when the signal is sent) is measured. When the time exceeds the set time, it is considered that an abnormality has occurred, a signal is sent to the counting means 4F, and the counter C as the number of abnormality occurrences is incremented by one. Specifically, for example, if the current value of the current flowing to the main motor 6 is less than 100 A for 10 seconds or more even though it is determined that “accelerating”, some abnormality occurs. It is determined that the failure occurs and the counting means 4F counts the result, and the resulting counter C is notified to the failure determination means 4D.

Even after the abnormality is detected, the above-mentioned judgment is repeated every time the vehicle is stopped by the stop detecting means 4A,
In the reset means 4G that receives signals from the acceleration detecting means 4B and the timer means 4E, when the current value of the current flowing to the main motor 6 is normal, that is, when the acceleration is 0.3 m / s ² or more, 100 A or more, or for 10 seconds. If the above does not continue, it is judged that it has returned to the normal state,
Since there is no need to inform that there is a failure, a reset signal is sent to the counting means 4F, the counter C is reset, and the initial value 0 is returned.

When the failure determination means 4D continuously detects an abnormality and the number of times (counter C) exceeds the set value (for example, 3 times), some failure occurs in the corresponding main circuit system. It is judged that there is. That is, the failure is not determined to occur only once when an abnormality occurs, but is determined to be a failure when the abnormality occurs a preset number of times. In other words, it is not determined that a failure occurs only once when an abnormal state occurs, but it is determined that a failure occurs only when the abnormal state occurs repeatedly and the number of times (counter) that occurs occurs above a set value. This avoids erroneous detection.

When it is determined that there is a failure, a notification signal is sent from the failure determination means 4D to the notification means 4H, and the notification means 4H turns on the failure indicator lamp 5b or the monitor means 5c. Failures will be displayed on the display to alert the crew and maintenance staff. At the same time, the device status at the time of failure can be recorded in a storage means (not shown) in the main circuit control device 4.

Next, the flow of control by the main circuit controller 4 will be described with reference to FIG. As will be described later, the main circuit control device 4 has an actual vehicle state (vehicle acceleration) and an output value (current value of a current flowing to the electric motor) corresponding to the actual vehicle state, regardless of an input command value. It is configured to function as a failure detection device that detects a failure in comparison with the above.

When the operation of the vehicle is started, the counter C counted by the counting means 4F is reset (step S1), and the counter C =
It is set to 0, the measurement time t by the timer means 4E is also reset (step S2), and the measurement time t = 0 is set to the initial state.

Then, the stop detecting means 4A determines whether or not the vehicle is stopped on the basis of the signal from the speed generator 7 (step S3). Until it is determined that the vehicle is stopped, step S3 is executed. The judgment is repeated. When the vehicle speed v is less than 5 km / h, it is determined that the vehicle speed v is 5 km / h.
In the above cases, it is considered that the vehicle is running. Further, the determination as to whether or not the vehicle is stopped is based on the fact that the vehicle is stopped at a station, for example, to determine whether or not there is an abnormality or a failure depending on the acceleration situation due to the subsequent powering command. .

When it is determined that the vehicle is stopped, the acceleration detecting means 4B subsequently determines whether or not the vehicle is accelerating (step S4). If the vehicle is still stopped, Until it is determined that the vehicle is accelerating, step S4
The judgment of is repeated. Whether or not this acceleration is in progress is determined if the acceleration α is 0.3 m / s ² ,
If the acceleration α is less than 0.3 m / s ² , it is determined that the acceleration is not in progress.

If acceleration is in progress, the current detecting means 4 is further added.
It is determined by C whether or not current is flowing through the main motor 6 (step S5). Here, the threshold value of whether or not current is flowing is 100 A, and if the current value I is 100 A or more, it is determined that the current is flowing, and the current value I is 100.
If it is less than A, it is determined that no current is flowing.

If a current flows through the main motor 6, it is determined that the current state is normal regardless of the previous state.
Returning to step S1, the resetting means 4G resets the counter C by the counting means 4F and returns it to the initial state. On the other hand, if no current is flowing, there is a possibility of failure, so the measurement by the timer means 4E takes 10 seconds. It is determined whether or not the above continues, that is, whether or not the measurement time t is 10 seconds or more (step S6).

When the measurement time t is 10 seconds or more,
The required amount of current is the main motor 6 even during acceleration.
Since it is determined that the main circuit system is not flowing into the main circuit system, it is considered that the main circuit system is in an abnormal state or a failure.
At step S7, the counter C is incremented by 1 to C + 1 (step S7). On the other hand, if the measurement time t is not 10 seconds or more, it is considered that there is no abnormality or failure. Therefore, the process returns to step S2 and the measurement time t is reset. And t = 0.

Further, not only when there is an abnormality or a failure, but also when the vehicle is traveling on a downhill, for example, it is determined that the necessary amount of current is not flowing even though the vehicle is accelerating. However, the counter C is incremented by 1, but after the counter C is set to C + 1, the process returns to step S2, and therefore the counter C is not incremented until the next stop. In addition, it is a normal condition that no current flows when the vehicle is traveling on a downhill or the like. Therefore, after stopping the vehicle (step S3), the main motor 6 is driven in step S5.
When it is determined whether or not a current is flowing through the device, it is determined that a current is flowing, and the process returns to step S1.
As a result, the counter C is reset to C = 0, and when the vehicle is traveling on a downhill or the like, it is not counted as a result. Therefore, except for special cases where there are two stations where the vehicle stops on the way to the downhill, it is usually necessary even though the vehicle is accelerating due to the operation on the downhill. Assuming that a sufficient amount of current does not flow, it does not affect the counter C for determining a failure.

Then, after step 7, it is judged whether or not a situation considered to be abnormal three or more times consecutively occurs (that is, whether or not the counter C is 3 or more) (step S
8) If the counter C is 3 or more, 3 at the station
After stopping the vehicle, and during the three power runs after the stop,
Since it was determined that a situation considered to be abnormal has occurred, if it is determined to be abnormal due to a cause other than the failure (for example, due to the downhill as described above,
If the necessary amount of current is not flowing even though the vehicle is accelerating), it is not possible to turn on the failure indicator lamp 5b by the notification means 4H or to display the failure indication on the display of the monitor means 5c. Thus, the failure is output to the outside (step S9), the attention of crew members, maintenance personnel, etc. is called up, and the process ends. On the other hand, if it has not occurred three or more times consecutively, the process returns to step S2, the measurement time t is reset, and the above-described processing is repeated.

When it is determined that there is a failure, not only is the failure indicator lamp 5b suddenly turned on or the failure display is displayed on the display of the monitor means 5c, but an abnormal state before the failure is determined occurs. You may make it alert by displaying the counter C, for example.

In the above-described embodiment, the necessary current amount is flowing through the timer means 4E and the counting means 4F even when the vehicle is accelerating, such as when traveling downhill. In the normal case where it is determined that there is no abnormality, the determination is made to be an abnormality or a failure.However, the present invention is not limited thereto, and, for example, the acceleration of the vehicle and the current to the main electric motor Based on the relationship, it is determined whether there is an abnormality or a failure.If it is determined that there is an abnormality or a failure, the crew members should be alerted for the time being and the subsequent processing should be left to the crew members. The processing in the failure detection device can also be simplified.

Further, the present invention is not limited to a vehicle equipped with the VVVF inverter device 4, but can be applied to all electric trains and locomotives such as a resistance control system and a chopper control system which are powered by an electric motor. it can.

[0045]

The present invention is implemented as described above and has the following effects.

According to the first aspect of the present invention, since it is determined whether the abnormality or the failure occurs by comparing the acceleration of the vehicle and the current to the main motor, it is not related to the input command value. Instead, the abnormality or failure of the main circuit system can be detected by comparing the acceleration indicating the actual vehicle state and the output value of the current to the main motor.

Therefore, an abnormality or a failure of the main circuit system, which is conventionally impossible to detect or a new detection circuit needs to be added to detect it, can be provided without a special hardware failure detection mechanism. It is possible to detect only the components required for the conventional main circuit system, and it is easy to detect abnormalities or failures of the main circuit system accurately and to provide the information to crew members and maintenance personnel while maintaining low cost. Can be realized.

According to the second aspect of the present invention, when the current value of the current to the main motor is less than the set value during acceleration, it is determined that there is an abnormality, so it is related to the input command value. Without, abnormalities can be easily detected.

According to the third aspect of the invention, the number of occurrences of a situation in which an abnormal situation continues for a set time or more is counted, and when the number exceeds the set value, it is determined that there is a failure. Therefore, it is possible to avoid erroneous detection and reliably detect a failure in the main circuit system.

According to the fourth aspect of the present invention, since it is determined whether or not the vehicle is stopped prior to the determination as to whether or not the vehicle is accelerating, it is unnecessary to determine whether or not the vehicle is accelerating. After stopping at a station or the like, it is possible to determine whether or not the vehicle is accelerating each time a powering command is issued from the driver's cab.

According to the fifth aspect of the invention, the counter is reset if it is determined that there is no abnormality based on the relationship between the acceleration of the vehicle and the current value of the current to the main motor. Even if there is, if it returns to the normal state, it will not be erroneously determined to be a failure.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of a main circuit system of a railway vehicle according to the present invention.

FIG. 2 is a flowchart showing a control flow of a main circuit control device.

FIG. 3 is a block diagram of a failure detection device for a main circuit system of a railway vehicle according to the present invention.

[Explanation of symbols]

1 Current collector (pantograph) 2 Main fuse device 3 Inverter device 4 Main circuit controller 4A Stop detection means 4B acceleration detection means 4C current detection means 4D failure determination means 4E timer means 4F counting means 4G reset means 4H notification means 5 cab 5a Main controller 5b Fault indicator 5c monitor device 6 main motor 7 speed generator 8 Current detector 100 train lines

─────────────────────────────────────────────────── --Continued front page (56) References JP-A-8-168264 (JP, A) JP-A-2-299402 (JP, A) JP-A-2000-134703 (JP, A) JP-A-7-163010 (JP, A) JP-A-3-285515 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60L 3/00-3/12 B60L 9/00-9/32 B60L 15 / 00-15/38

Claims (5)

(57) [Claims] 1. A failure detection device for a main circuit system of a railway vehicle having at least two main conversion devices in one formation, a speed detection means for detecting a speed of the vehicle, and a speed signal from the speed detection means. Acceleration detection means for detecting the acceleration of the vehicle based on, the current detection means for detecting the current flowing from the main conversion device to the main motor, the acceleration detection means and the current detection means to receive a signal from the current detection means, Compare with the current flowing to the main motor
By detecting the failure of the main circuit system of the railway vehicle, the main circuit system having a determining means for determining whether or not the main circuit system is abnormal or malfunctioning regardless of the input command value. apparatus. 2. The deciding means decides whether or not the main circuit system is abnormal only when it is decided that acceleration is in progress based on a signal from the acceleration detecting means. The failure detection device for a main circuit system of a railway vehicle according to claim 1, wherein when the current value of the current flowing to the main motor is less than a set value, it is determined that the main circuit system is abnormal. 3. A timer means for receiving a signal from the judging means and measuring a time during which the abnormality continues to occur, and a signal from the timer means to continuously generate the abnormality. Counting means for incrementing the counter by 1 when the running time is equal to or longer than the set time, and the judging means receives a signal from the counting means,
The failure detection device for a main circuit system of a railway vehicle according to claim 2, wherein it is determined that there is a failure when the counter reaches or exceeds a set value. 4. The determining means determines whether or not the vehicle is stopped prior to determining whether or not the vehicle is accelerating based on a signal from the acceleration detecting means, and determines that the vehicle is stopped. The failure detection device for the main circuit system of a railway vehicle according to claim 2 or 3, wherein it is determined whether or not the vehicle is accelerating only after that. 5. Reset means for receiving the signals from the acceleration detecting means and the timer means and resetting the counter when it is determined that there is no abnormality on the basis of the relationship between the acceleration of the vehicle and the electric current flowing to the main electric motor. The fault detection device for a main circuit system of a railway vehicle according to claim 3, further comprising: