JP6996941B2 - Anomaly detection device, anomaly detection method and anomaly detection system - Google Patents

Description

The present invention relates to anomaly detection of a feeder such as a ground fault in an electric railway system.

The operating power in the electric railway system is sent from the substation to the vehicle via the electric wire, and returned to the substation through the return line such as a rail.
Failures that occur in this feeder include short-circuit failures in which feeders come into direct contact with rails, and ground fault failures in which electric circuits such as feeders come into contact with structures such as train line support columns.

In particular, the path of the fault current due to a ground fault is significantly different from the normal one, and if the fault current continues to flow, the response may be delayed and further damage to peripheral structures and field equipment may occur. be. Therefore, when a fault current occurs, it is necessary to take measures such as stopping the power supply from the substation and stopping the running train.

Conventionally, as a method of detecting a failure current due to a short circuit failure or a ground fault in a DC current circuit, a method using a DC high-speed circuit breaker or a ΔI type failure selection relay has been known (background technique of Patent Document 1). See).
Specifically, these devices are installed in a substation, constantly measure the amount of change in the feeder current in the feeder within a certain period of time, and determine the occurrence of a failure in the feeder supplied by the substation. When a fault current is detected, the DC high-speed circuit breaker is opened to cut off the electric current (fault current).

However, the conventional method has a problem that it is difficult to detect a high resistance ground fault failure in which the current value is equal to or less than the load current of the vehicle.
In order to solve this problem, the failure current is calculated based on the electric vehicle load current information measured by the electric vehicle itself and the current measured by the feeder, which is described in Patent Document 1, and the failure is determined. Therefore, a method for selecting faults with high sensitivity has been devised.

JP-A-2015-198480

In the above-mentioned prior art, it is difficult to synchronize the measurement timing of the electric current in the substation with the measurement timing of the load current in the electric vehicle, and it is difficult to accurately detect the high resistance ground fault. In particular, when a plurality of trains are present, the change in the feeder current becomes complicated and it becomes difficult to determine the failure.
Further, when a plurality of trains are present, there is a problem that the total power consumption due to auxiliary power such as air conditioning and lighting cannot be ignored.

The present invention provides an anomaly detection device, an anomaly detection method, and an anomaly detection system that solves the above problems and detects a fault current due to a high resistance ground fault, etc. at an early stage from the time of occurrence and with high accuracy. With the goal.

In order to solve the above-mentioned problems, the abnormality detecting device for determining the presence or absence of a fault current of a feeder according to the present invention notifies the vehicle existing on the feeder of a diagnosis time zone for determining the presence or absence of a fault current, and the vehicle. When the load current of the vehicle is not present, the feeder current is acquired, and when the feeder current exceeds a predetermined value, a failure current is generated in the feeder. I tried to judge.

According to the present invention, it is possible to detect a fault current due to a high resistance ground fault or the like early from the time of occurrence and with high accuracy.

It is a figure which shows the whole structure of embodiment of an abnormality detection system. It is a diagnostic process flow diagram which detects the presence or absence of occurrence of a fault current. It is a figure which shows the processing flow in the forced cutoff method. It is a figure which shows an example of the operation curve. It is a figure which shows the processing flow in the on-demand diagnosis method.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
First, the outline of the abnormality detection device, the abnormality detection method, and the abnormality detection system of the embodiment will be described with reference to FIGS. 1 and 2.

FIG. 1 is a diagram showing an overall configuration of an embodiment of an abnormality detection system that detects the presence or absence of a failure current such as a ground fault failure or a short circuit failure in a railway system.
The abnormality detection system includes a substation 101 that supplies electric power to the vehicle 201 via the electric current 301, an on-board control device 202 that controls the on-board device 203 mounted on the vehicle 201, and an electric current 301 from the substation 101. Based on the electric current detector 701 that detects the current supplied to the substation 101, the breaker 501 that cuts off the power supply from the substation 101 to the electric wire 301, and the electric current detected by the electric current detector 701. Based on the determination result of the abnormality detection device 401 that detects the presence or absence of the failure current, the network 601 that connects the abnormality detection device 401 and the on-board control device 202, and the determination result of the abnormality detection device 401, the generation of the failure current in the electric power line 301 is generated. It has an alarm device 801 for notifying.

In the abnormality detection system of FIG. 1, the abnormality detection device 401 determines whether or not there is an abnormality in the feeder 301 based on the measured current value of the feeder 301. When the abnormality detection device 401 detects that an abnormality has occurred, the circuit breaker 501 cuts off the power supply to the feeder 301, and the abnormality detection device 401 warns that an abnormality has occurred in the feeder circuit. It transmits to the device 801.

In FIG. 1, one vehicle (organization) 201 is located on the feeder 301, but a plurality of vehicles (organizations) may be present on the feeder 301. The configuration of the electric circuit may be a double-wire feeder or a parallel feeder.
The abnormality detection device 401 is provided for each feeder 301 to which the substation 101 supplies power, and detects the occurrence of a fault current in the feeder 301.

The on-board device 203 is intended for a device that affects the magnitude of the load current of the vehicle 201, and includes, for example, an auxiliary power supply device, a high speed circuit breaker, a traction motor, a heating / cooling device, a brake device, a pantograph, and the like.
When a power storage device (not shown) is provided as the on-board on-board device 203 and the on-board control device 202 switches between operation by the power storage device of the on-board on-board device 203 and operation by receiving power from the electric wire 301. There is also.

The network 601 is a facility for communicating between the abnormality detection device 401 and the on-board control device 202. It is necessary to connect between the moving vehicle 201 and ground equipment, for example, it is composed of train radio communication using induction lines, space waves, leaky coaxial cables, etc., and commercial communication such as mobile communication and wireless LAN. ..

The alarm device 801 is a device for notifying the operator of the railway system of an alarm that an abnormality has occurred in the feeder circuit, and is an output device such as a display screen or a speaker for notifying the operator of the alarm. Has. The alarm device 801 may be a terminal device such as a mobile phone.

The abnormality detection device 401 is a computer having a CPU (Central Processing Unit) and a memory, and may be a general-purpose computer such as a personal computer (PC) or a server computer.
The function of the abnormality detection device 401 described below is implemented by software (computer program).

The anomaly detection device 401 is not limited to realizing the function by software, and a part or all of the function is implemented by hardware such as FPGA (Field Programmable Gate Array) and ASIC (Application Specific Integrated Circuit). May be.

In order to ensure the reliability and availability of the abnormality detection system, the abnormality detection system may have a plurality of each of the abnormality detection device 401 and the alarm device 801. On the contrary, in order to simplify the system configuration, for example, among the functions of the abnormality detection device 401 and the alarm device 801 described below, two or more functions are physically realized by one device (PC, server, etc.). You may be. For example, one PC may be configured to have all the functions of the abnormality detection device 401 and the alarm device 801.

Next, with reference to FIG. 2, the outline of the diagnostic process for detecting the presence or absence of the occurrence of the fault current performed by the abnormality detection device 401 periodically or periodically (for example, at 10-minute intervals) will be described.
First, in step S21, the abnormality detection device 401 determines whether or not a vehicle is present on the track of the feeder 301 that detects the presence or absence of the occurrence of a fault current. If the vehicle is not on the line (No in S21), the process proceeds to step S23, and the feeder current at this time is acquired from the feeder current detector 701 (S23). If the vehicle is on the line (Yes in S21), the process proceeds to step S22.

For the determination of the presence / absence of an existing line in step S21, the train position information is acquired from a train control system (not shown), and the presence / absence of an existing line is determined from the train position information.
Further, the presence or absence of the current line at the current time may be determined from the train schedule and the delay information.

In step S22, the abnormality detection device 401 determines whether or not the load current of the vehicle 201 is in the generated state, and if it is not in the generated state (No in S22), the process proceeds to step S23. If it is in the generated state (Yes in S22), the determination is repeated until the generated state disappears.
The determination of the state in which the load current is not generated is controlled by the linkage between the abnormality detection device 401 and the on-board control device 202, which will be described in detail later.

In step S23, the abnormality detection device 401 acquires the feeder current at this time from the feeder current detector 701.
As described above, since the abnormality detecting device 401 acquires the feeder current when the load current of the vehicle 201 is not generated, it is possible to accurately determine whether or not the fault current is generated.

In step S24, the abnormality detection device 401 determines whether or not a fault current has occurred (presence or absence) depending on whether or not the feeder current of the acquired feeder 301 exceeds a predetermined current value (threshold) (presence or absence). If the feeding current exceeds the specified current value, it is determined that a fault current has occurred).
Here, the predetermined current value (threshold) is a current value that is considered to have a low probability of occurring when the driving vehicle 201 does not exist in the electric wire 301 supplied by the substation 101, for example, a number. Ampere to several hundred amperes are set.
Further, the predetermined current value (threshold value) may be statistically determined based on the operating state of the vehicle 201 existing in the wire 301, the past failure current occurrence, or the current measurement data at the time of normal operation.

In step S24, the abnormality detection device 401 makes an erroneous determination (even if it is in a normal state) due to a momentary measurement error, a diagnosis timing deviation between the abnormality detection device 401 and the on-board control device 202, which will be described in detail later. Regardless of the fact, in order to avoid erroneous recognition that a fault current has occurred), for example, if the time exceeding the predetermined current value is a certain period of time or less, it may be determined that the fault current has not occurred.

If the fault current has not occurred, the abnormality detection device 401 determines that the feeder 301 is in a normal state (nothing in S24), and proceeds to step S27.
In step S27, the abnormality detection device 401 transmits a normal determination result to the alarm device 801. At this time, the current measurement data of the feeder 301 may be transmitted together with the determination result of the normality determination.
With the above, the abnormality detection device 401 ends the diagnostic process for determining whether or not a failure current has occurred for one time, and waits until the next diagnostic process.

When the feeder current exceeds the predetermined current value and a failure current is generated, the abnormality detection device 401 determines that the feeder 301 is in an abnormal state (with S24), and proceeds to step S25.
In step S25, the abnormality detection device 401 issues an opening instruction to the circuit breaker 501, and cuts off the feeder current (power supply) from the substation 101 to the feeder 301.

In step S25, a circuit breaker 501 of an adjacent substation 101 that feeds in parallel and an electrically interlocking device are provided, and when the abnormality detection device 401 opens the circuit breaker 501, the adjacent substation 101 The circuit breaker 501 may also be opened.

Next, in step S26, the abnormality detection device 401 transmits the determination result notifying the occurrence of the failure current to the alarm device 801 and the current measurement data of the feeder 301.
At this time, it is desirable that the abnormality detection device 401 transmits the section information of the feeder wire for which the failure current is detected and the information regarding the detection time to the alarm device 801 in addition to the current measurement data of the feeder wire 301. As a result, it is possible to estimate the scale of failure damage, identify the location where the failure occurs, perform maintenance and inspection, and the like.

With the above, the abnormality detection device 401 ends the diagnostic process for determining whether or not a failure current has occurred for one time, and waits until the next diagnostic process.
As described with reference to FIG. 2, the abnormality detecting device 401 is connected with the abnormality detecting device 401 and the on-board control device 202, so that even if the vehicle is on the line, there is no load current of the vehicle. Can be obtained to perform high-precision detection for determining the presence or absence of a fault current.
Hereinafter, a method of linking the abnormality detection device 401 and the on-board control device 202 will be described.

≪Forced cutoff method≫
First, the load current of the vehicle 201 is eliminated by shutting off the electric power supplied from the feeder wire 301 of the on-board control device 202 to the on-board on-board device 203 during a predetermined diagnosis time, so that no load current is generated. Then, in this state, the case where the abnormality detection device 401 and the on-board control device 202 operate in cooperation with each other so that the abnormality detection device 401 performs diagnostic processing for the presence or absence of a fault current is referred to as a forced cutoff method, and is described in detail below. Explain to.

FIG. 3 is a diagram showing the correspondence between the processing flows of the abnormality detection device 401 and the on-board control device 202 in the forced shutoff method.
In the linkage by the forced cutoff method, it is necessary for both parties to perform processing in the same diagnosis time zone. Therefore, the abnormality detection device 401 synchronizes the clock with the on-board control device 202 in step S301, and the on-board control device 202 synchronizes the clock with the on-board control device 401 in step S311.

Next, the abnormality detection device 401 instructs the on-board control device 202 of the vehicle 201 located on the feeder 301 supplied by the substation 101 to the diagnosis time zone (S302).
The information of the diagnosis time zone includes the time information of the diagnosis start time and the diagnosis end time (for example, the diagnosis time zone is the time from "12:10:30" to "12:10:40"). ..

Another instruction for the diagnosis time zone is a timing instruction method in which the period from the timing when the on-board control device 202 receives the diagnosis start instruction to the timing when the diagnosis end instruction is received is set as the diagnosis time zone.

Further, in the case of a periodic diagnosis in which the diagnosis is periodically performed at regular time intervals (for example, a 10-minute cycle), the diagnosis start time may not be included when the instruction of the diagnosis time zone is instructed. Further, when the time required for the abnormality diagnosis is fixed (for example, it is always fixed at 10 seconds), the diagnosis end time may not be included.

When the diagnosis is periodic and the time required for the diagnosis is constant, it is not necessary for the abnormality detection device 401 to indicate the diagnosis time zone to the traveling vehicle 201 via the network 601. Instead, the on-board control device 202 is instructed on the diagnosis time zone before the start of commercial operation, and the abnormality detection device 401 does not explicitly transmit the diagnosis during commercial operation. In this case, even if the on-board control device 202 does not explicitly receive the instruction of the diagnosis time zone, the on-board control device 202 determines that it is within the abnormality diagnosis time and controls the on-board on-board device 203.

Next, the processing procedure of the on-board control device 202 instructed by the diagnosis time zone will be described.
In step S312, the on-board control device 202 receives the diagnosis time zone from the abnormality detection device 401.
The on-vehicle control device 202 repeatedly performs the following abnormality diagnosis processing.

In step S313, the on-board control device 202 determines whether or not there is an instruction of the diagnosis time zone from the abnormality detection device 401. If there is an instruction for the diagnosis time zone (Yes in S313), the process proceeds to step S314. If there is no instruction for the diagnosis time zone (No in S313), the abnormality diagnosis process is repeated.

When the above periodic diagnosis and the time required for the diagnosis are constant, the on-board control device 202 has an abnormality diagnosis instruction in step S313 even if the instruction data of the diagnosis time zone is not explicitly received. As a matter of fact, the following processing is performed.
Further, even in the case of the above-mentioned method of instructing the diagnosis instruction reception timing, it is assumed that there is an abnormality diagnosis instruction, and the subsequent processing is performed.

In step S314, when the information of the diagnosis time zone is the time information, the on-board control device 202 determines whether or not the current time is within the diagnosis time. If it is within the diagnosis time (Yes in S314), the process proceeds to step S315, and if it is not within the diagnosis time (No in S314), the abnormality diagnosis process is repeated.

In the case of the above timing instruction method, the on-board control device 202 sets the step as Yes in step S314 and within the diagnosis time as long as it is between the timing when the diagnosis start instruction is received and the timing when the diagnosis end instruction is received. Proceed to S315. If it is before receiving the diagnosis start instruction or after receiving the diagnosis end instruction, the abnormality diagnosis process is repeated as No in step S314.

In step S315, the on-vehicle control device 202 determines whether or not the vehicle 201 is receiving a current. If the feeder current is being received (Yes in S315), the process proceeds to S316. If the feeder current is not received (No in S315), the abnormality diagnosis process is repeated.

In step S316, the on-board control device 202 controls the on-board on-board device 203, for example, opens the high-speed circuit breaker mounted on the vehicle, and feeds the feeder current from the feeder 301 to the on-board on-board device 203. To shut off.
Then, the process returns to step S312, and the abnormality diagnosis process is repeated.

Although not shown, the on-board control device 202 cuts off the electric current for diagnosis at the timing when the diagnosis time zone ends, the diagnosis end time is reached, or the diagnosis end instruction is received. It is released and the electric current is supplied to the on-board device 203.

By the above processing, the on-board control device 202 controls (forced cutoff) so that the load current of the on-board on-board device 203 does not occur during the diagnosis time zone.
The abnormality detection device 401 can acquire the electric current during the diagnosis time zone in conjunction with the above and determine whether or not a fault current has occurred.

Specifically, the abnormality detection device 401 determines whether or not the current time is within the diagnosis time in the determination process of "is it the diagnosis time zone?" In step S303 corresponding to step S22 described with reference to FIG. If it is within the diagnosis time (Yes in S303), the process proceeds to step S304, and if it is not within the diagnosis time (No in S303), the patient waits until the diagnosis time zone is reached.
Since the clocks of the abnormality detection device 401 and the on-board control device 202 are synchronized in step S301, the diagnosis time zone can be determined substantially at the same time.

When the method for instructing the diagnosis time zone is timing instruction, the abnormality detection device 401 notifies the on-board control device 202 of the diagnosis start instruction at the diagnosis start time and notifies the diagnosis end instruction at the diagnosis end time in step S303. do.
Even in this case, since the on-board control device 202 determines the diagnosis time zone based on the diagnosis start instruction, the processes of the abnormality detection device 401 and the on-board control device 202 can be synchronized.

In step S304, the on-board control device 202 performs the fault current determination process corresponding to steps S23 to S27 described with reference to FIG. As described above, since the on-board control device 202 cuts off the feeder current of the vehicle 201 so as not to generate a load current during the diagnosis time zone, the fault current due to the high resistance ground fault can be detected accurately.

By the way, when the vehicle 201 is provided with a power storage device, in step S316 of FIG. 3, power is supplied to the on-board device 203 instead of the feeder current cutoff process from the feeder to the on-board device 203. The process of switching from the feeder 301 to the power storage device may be performed.

As a result, it is possible to drive the vehicle in the same manner as in normal times even during the diagnosis time. When the battery capacity of the power storage device is low, the on-board control device 202 controls the on-board on-board device 203 so as to operate with less influence on passengers and less power consumption according to the vehicle driving situation. Good (for example, maintaining the traveling speed while weakening the air conditioning of the vehicle 201 to suppress the auxiliary power).

≪Plan diagnosis method≫
Next, the abnormality detection device 401 and the vehicle are used so that the abnormality detection device 401 performs diagnostic processing for the presence or absence of a failure current as a diagnosis time zone by obtaining a time zone in which a load current does not occur based on the operation curve of the vehicle 201. The case where the upper control device 202 and the control device 202 operate in cooperation with each other is referred to as a planned diagnosis method, and will be described in detail below.

FIG. 4 is an operation curve diagram showing the relationship between the speed and the position of the vehicle 201 in the feeding section of the substation 101 of the feeder 301. The vertical axis shows the traveling speed of the vehicle 201, and the horizontal axis shows the distance from one end of the feeder 301.

It is assumed that the vehicle 201 is driven based on the driving curve of FIG. 4 and has stopped at a station on the way for a predetermined time.
In the states of power running 1, power running 2, and power running 3 shown by the solid line of the driving curve, the load current of the vehicle 201 is generated. No load current is generated in the vehicle 201 in the states of coasting 1, coasting 2, braking 1, coasting 3, and the state of being stopped at the station, which are indicated by the broken lines of the driving curve.

Therefore, the abnormality detection device 401 determines whether or not a fault current has occurred, assuming that the state of coasting 1, coasting 2, coasting 3 or the state of being stopped at the station is the state in which no load current is generated in step S22 of FIG. It can be determined.
When the vehicle 201 is in the state of braking 1, regenerative power may be supplied to the feeder 301. Therefore, although no load current is generated, it is not suitable for determining the fault current.

For example, the elapsed time from the point o, which is one end of the electric wire 301 from the operation curve, to the start point a of the coasting 2, is obtained, and the scheduled passage time of the point o obtained from the train timetable is added to obtain the diagnosis start time. Then, the elapsed time from the point o to the end point b of the coasting 2 is obtained, and the scheduled passage time of the point o is added to obtain the diagnosis end time.
Then, in step S22 of FIG. 2, before the diagnosis start time obtained above and after the diagnosis end time are processed as "load current generation state".

As described above, the time zone in which the load current does not occur can be obtained from the operation curve and train schedule, but the passing time fluctuates due to train delays, etc., and the load current occurs, making it impossible to accurately detect the fault current. be. Therefore, it is desirable to apply the diagnosis start time and the diagnosis end time obtained from the operation curve and the train schedule to steps S302 and S312 of the processing flow described with reference to FIG. 3 as the diagnosis time zone.
As a result, the operating state of the vehicle 201 fluctuates, and the feeder current is forcibly cut off even at the diagnosis time while the feeder current is being received, so that it is possible to accurately determine whether or not a fault current has occurred.

When the abnormality detection device 401 performs the process of obtaining the diagnosis time zone from the operation curve or the train schedule, the process of obtaining the diagnosis time zone may be performed before step S301 in FIG.
Further, another device (for example, an operation management system or the like) that grasps the operation status of the vehicle may obtain the diagnosis time zone from the operation curve or the train schedule and notify the abnormality detection device 401. In this case, a process for acquiring the diagnosis time zone may be added before step S301 in FIG.

≪On-demand diagnostic method≫
Next, during the diagnosis time zone, the on-board control device 202 makes a diagnosis request to the anomaly detection device 401, and the anomaly detection device 401 and the on-board control so that the abnormality detection device 401 performs diagnostic processing for the presence or absence of a failure current. The case where the device 202 and the device 202 operate in cooperation with each other is referred to as an on-demand diagnostic method, and will be described in detail below.

As described with reference to FIG. 4, the vehicle 201 does not generate a load current in the coasting state or the stopped state.
By detecting the operating state of the on-board on-board device 203, the on-vehicle control device 202 can detect that the vehicle 201 is in a coasting state or in a stopped state and no load current is generated.
Further, the on-board control device 202, like the abnormality detection device 401, can estimate the duration of the coasting state in which no load current is generated or the stopped state from the operation curve and the train schedule.

Therefore, the on-board control device 202 can determine whether the current state is a state suitable for abnormality diagnosis without the generation of load current, or whether the current state continues for the time required for the diagnosis process. That is, the on-vehicle control device 202 can notify the abnormality detection device 401 of the timing suitable for the abnormality diagnosis because the load current is not generated according to the operation status.
Hereinafter, the processing of the abnormality detection device 401 and the on-board control device 202 in the on-demand diagnosis method will be described in detail according to the control flow of FIG.

In step S501, the abnormality detection device 401 needs to perform processing in the same diagnosis time zone, so that the on-board control device 202 and the clock are synchronized.
Then, in step S502, a predetermined diagnosis time zone is instructed to the on-board control device 202 of the vehicle 201 located on the feeder 301 supplied by the substation 101.
Here, the time width of the designated diagnosis time zone is determined in consideration of the fluctuation of the passing time due to the train delay or the like.

First, both of the on-board control devices 202 need to perform processing in the same diagnosis time zone, so that the abnormality detection device 401 and the clock are synchronized in step S511.
Next, in step S512, the on-board control device 202 receives the diagnosis time zone from the abnormality detection device 401.

Then, in step S513, the on-board control device 202 determines whether or not the current time is within the diagnosis time. If it is within the diagnosis time (Yes in S513), the process proceeds to step S514, and if it is not within the diagnosis time (No in S513), the patient waits until the diagnosis time is reached.

In step S514, the on-vehicle control device 202 determines whether or not the coasting state of the vehicle 201 continues for a predetermined time, and if the coasting state continues (Yes in S514), the process proceeds to step S515. If the coasting state does not continue (No in S514), it waits until the coasting state continues for a predetermined time.

The duration of this coasting state is determined by the measurement processing time of the electric current of the abnormality detection device 401, the delay time of communication from the on-board control device 202 to the abnormality detection device 401 via the network 601 and the like.

In step S515, the on-board control device 202 makes a diagnosis request to the abnormality detection device 401 for the presence or absence of a fault current.
Then, the process returns to S512 and the abnormality diagnosis process is repeated.

By the above processing, the on-board control device 202 notifies the abnormality detection device 401 of the timing at which the load current of the on-board on-board device 203 does not occur during the diagnosis time zone as a diagnosis request.
The abnormality detection device 401 acquires the feeder current in the diagnosis time zone in response to the above notification, and determines whether or not a failure current has occurred.

Specifically, the abnormality detection device 401 determines whether or not the on-board control device 202 has notified the diagnosis request in the determination process of "diagnosis request available?" In step S503 corresponding to step S22 described with reference to FIG. do. If there is a notification (Yes in S503), the process proceeds to step S504, and if there is no notification (No in S503), the notification of the diagnosis request is awaited.

In step S504, the on-board control device 202 performs the failure current determination process corresponding to steps S23 to S27 described with reference to FIG. As described above, since the load current of the on-board device 203 is not generated, the failure current due to the high resistance ground fault can be detected with high accuracy.

Instead of the process of "whether the coasting state continues" in step S514, the on-board control device 202 may perform a process of determining whether the stop time continues, such as when the vehicle is stopped at a station.

≪Multiple formation≫
In the above, the case where one train set 201 is present on the feeder 301 has been described, but the same applies to the case where a plurality of trains 201 are present on the feeder 301 (including the upper and lower lines). Therefore, it is possible to determine whether or not a fault current has occurred.

Specifically, the abnormality detection device 401 synchronizes the clocks and instructs the diagnosis time zone for all the trains (vehicles 201) existing on the feeder 301. If each of the on-board control devices 202 of the plurality of trains receives the feeder current during the diagnosis time zone, the feeder current is cut off from the feeder 301 to the on-board on-board device 203, and the load current is increased. Make it absent (forced cutoff method). The abnormality detection device 401 acquires the feeder current at this timing and determines whether or not a failure current has occurred.
As a result, even if a plurality of trains 201 are present on the line, it is possible to detect the occurrence of a fault current due to a high resistance ground fault or the like.

In the above-mentioned planned diagnosis method, the abnormality detection device 401 extracts from the operation curves and train schedules of each of the plurality of trains the time zone in which the vehicle 201 is in a state of coasting or a state in which there is no load current while the train is stopped at the same time. However, this time zone is set as the diagnosis time zone. Then, the abnormality detection device 401 notifies each of the on-board control devices 202 of the plurality of trains of this.

When there is no time zone in which the plurality of trains 201 are in a state where there is no load current at the same time, it is determined whether or not there is a vehicle 201 in the forwarding operation. If there is a vehicle 201 in the deadhead operation, the time zone in which the load current is not present is extracted at the same time in the organization excluding the vehicle 201 in the deadhead operation.
If there is a time zone in which there is no load current at the same time in the formation excluding the vehicle 201 in the forwarding operation, this time zone is set as the diagnosis time zone. Even if the feeder current is forcibly cut off in the vehicle 201 in the deadhead operation, the service does not deteriorate because there are no passengers.

If there is no time zone in which the multiple trains 201 are simultaneously free of load current, and there is no time zone in which the trains other than the deadheading vehicle 201 are simultaneously free of load current, the load current is simultaneously applied. The time zone in which the number of vehicles 201 in a non-existent state is maximum is defined as the diagnosis time zone.

Further, in the on-demand diagnosis method, the abnormality detection device 401 determines whether or not there is a fault current when the diagnosis request is notified from all the on-board control devices 202 of the plurality of trains.

By the way, when a communication delay or a communication omission occurs when a plurality of trains 201 are present on the feeder 301, different diagnosis time zones are recognized among the on-board control devices of the target vehicle 201, and an abnormality occurs. The detector 401 may not be able to make an appropriate diagnosis. In particular, it is assumed that this event occurs when the abnormality detection device 401 applies the on-demand diagnosis method as a method of instructing the diagnosis time zone.

In order to reduce the probability that such an event will occur, for example, the communication between the abnormality detection device 401 and the on-board control device 202 may be periodic communication (transmission / reception at regular intervals), or a serial number may be assigned to the communication content. Alternatively, when the on-board control device 202 receives the communication, a countermeasure such as returning a notification to the abnormality detection device 401 can be considered.

Further, the abnormality detection device 401 sets a wider time zone than the time zone instructed to the on-board control device 202 as the diagnosis target time zone in consideration of the communication delay and the processing delay time, and always exceeds a predetermined value in that time zone. It is also conceivable to take measures to determine that the current is abnormal when the current is measured. It is desirable to appropriately apply these measures according to the configuration of the network 601.

Next, the alarm device 801 (see FIG. 1) will be described.
The alarm device 801 receives the alarm transmission (S26 in FIG. 2) and the normal transmission (S27 in FIG. 2) of the abnormality detection device 401, determines the determination result of the abnormality diagnosis, the current measurement data of the wire 301, and the alarm regarding the abnormal state. To the user.

When the current measurement data of the wire 301 includes information on the current value, measurement section, and measurement time measured by the abnormality detection device 401, the alarm device 801 estimates the scale of failure damage, estimates the cause of failure, and determines the location where the failure occurred. It can be specified and so on. The alarm device 801 may display the information and give instructions for on-site repair or maintenance / inspection. The alarm device 801 may display an alarm on the screen, or may present the same content to the user by another means such as sound, lamp lighting, vibration (vibration function of a mobile terminal, etc.).

In the above description, the process in which the abnormality detection device 401 of the warning system acquires the current and determines the presence or absence of the fault current has been described in detail. However, when the abnormality determination is performed, the abnormality detection system is external. The system may be notified of the type of abnormality detected and the location where the abnormality has occurred, and control may be performed in consideration of the detected abnormality.

For example, the abnormality detection system has a configuration in which it is connected to a railway operation management system, a railway security system, a substation system that manages a substation 101, etc. via network 601. The abnormality detection system is an operation management system or a railway. By notifying the security system of information on the fact that a failure current has occurred and the location where an abnormality is presumed to have occurred, train entry to that location may be restricted.

Further, the abnormality detection system notifies the substation system that manages the substation 101 of the occurrence of an abnormality (and information on the substation 101 that is considered to have an abnormality), and limits the power supply to the substation 101. May be good.

In the abnormality detection system of FIG. 1, it has been described that the abnormality detection device 401 and the process of determining the presence or absence of the failure current of the feeder 301 supplied with power from one substation 101 are performed. However, there are a plurality of abnormality detection devices 401. The substation 101 and the feeder 301 corresponding thereto may be individually controlled.

In this case, a diagnosis time zone is set for each feeder 301, and the diagnosis time zone is notified to the vehicle 201 (on-board control device 202) on the feeder 301.
Then, the abnormality detection device 401 determines whether or not a failure current has occurred for each feeder 301 in a state where no load current is generated.

Further, the present invention is not limited to the above-described embodiment, and includes various modifications. The above-mentioned examples have been described in detail for the sake of easy understanding in the present invention, and are not necessarily limited to those having all the configurations described. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment.

101 Substation 201 Vehicle 202 On-board control device 203 On-board on-board device 301 Feeding wire 401 Abnormality detection device 501 Circuit breaker 601 Network 701 Feeding current detector 801 Alarm device

Claims (13)

An abnormality detection device that determines the presence or absence of a fault current in a feeder.
Notify the vehicle on the feeder of the diagnosis time zone for determining the presence or absence of a fault current, and cooperate with the vehicle.
When there is no load current of the vehicle, the feeder current of the feeder is acquired.
An abnormality detecting device, characterized in that it is determined that a failure current has occurred in the feeder when the feeder current exceeds a predetermined value. In the abnormality detection device according to claim 1,
Notify the vehicle of the diagnosis time zone for determining the presence or absence of a fault current, and notify the vehicle.
An abnormality detection device, characterized in that, during the diagnosis time zone, the feeder current supplied to the vehicle is cut off and the feed current is acquired while the vehicle has no load current. In the abnormality detection device according to claim 1,
The time zone in which the load current of the vehicle is not obtained, which is obtained based on the operation curve of the vehicle and the train schedule, is notified to the vehicle as a diagnosis time zone for determining the presence or absence of a fault current.
An abnormality detection device, characterized in that the vehicle acquires an electric current in a state where there is no load current during the diagnosis time zone. In the abnormality detection device according to claim 1,
Notify the vehicle of the diagnosis time zone for determining the presence or absence of a fault current, and notify the vehicle.
An abnormality detection device, characterized in that, in the diagnosis time zone, the vehicle obtains an electric current in a state where there is no load current in response to a diagnosis request from the vehicle. It is an abnormality detection method of an abnormality detection device that determines the presence or absence of a fault current in a feeder on which a vehicle is located.
The abnormality detection device notifies the vehicle of the diagnosis time zone for determining the presence or absence of the fault current of the feeder.
In the diagnosis time zone
When the on-board control device of the vehicle is receiving power from the feeder, the vehicle cuts off the current from the feeder so that there is no load current on the vehicle.
The abnormality detecting device detects the feeding current supplied to the feeding wire, and determines that a failure current has occurred in the feeding wire when the feeding current exceeds a predetermined value. Abnormality detection method. In the abnormality detection method according to claim 5,
The on-vehicle control device is an abnormality detection method comprising controlling to supply a current from a power storage device of the vehicle when the current from the feeder is cut off. A vehicle having an on-board device to which electric power is supplied via a feeder and an on-board control device for controlling the on-board device, and a vehicle having an on-board control device.
A feeder current detector that detects the current supplied from the substation to the feeder, and
It is provided with an abnormality detection device for determining the presence or absence of a failure current of the feeder based on the feeder current detected by the feeder current detector.
The abnormality detection device is
Notify the on-board control device of the diagnosis time zone for determining the presence or absence of the fault current of the feeder, and notify the on-board control device.
In the diagnosis time zone, when there is no load current of the on-board device, the feeder current is acquired from the feeder current detector.
An abnormality detection system characterized in that it is determined that a failure current has occurred in the feeder when the feeder current exceeds a predetermined value. In the abnormality detection system according to claim 7, further
A circuit breaker that cuts off the feeder current supplied from the substation to the feeder,
Equipped with an alarm device,
The abnormality detection device is
When it is determined that a fault current is generated in the feeder, the circuit breaker cuts off the feeder current supplied from the substation to the feeder.
An abnormality detection system characterized in that the alarm device is notified of the occurrence of a fault current. In the abnormality detection system according to claim 7,
The on-board control device cuts off the current to the on-board device when the on-board device is receiving power from the wire during the diagnosis time, and the load current of the on-board device. Anomaly detection system characterized by the absence of current. In the abnormality detection system according to claim 9,
The on-board device has a power storage device and has a power storage device.
The on-board control device is an abnormality detection system characterized in that power is supplied to the on-board on-board device from the power storage device when the feeder current to the on-board on-board device is cut off. In the abnormality detection system according to claim 7,
The abnormality detection device is
The on-board control device is notified of the time zone in which there is no load current of the on-board on-board device obtained based on the driving curve of the vehicle and the train schedule as a diagnosis time zone for determining the presence or absence of a failure current.
An abnormality detection system characterized in that an electric current is acquired in a state where there is no load current of the on-board device in the diagnosis time zone. In the abnormality detection system according to claim 7,
The abnormality detection device is
In the diagnosis time zone, the electric current is acquired in a state where there is no load current of the on-board device according to the diagnosis request from the on-board control device.
The on-board control device is
In the diagnosis time zone, when there is no load current of the on-board device and the current state is determined to continue for a predetermined time by the operation curve of the vehicle and the train schedule, the abnormality detection device is used. An abnormality detection system characterized by making a diagnostic request. In the abnormality detection system according to claim 7,
The abnormality detection device is
Information about an abnormality detected in at least one of a railway operation management system, a railway security system, or a substation system connected via a network when it is determined that a fault current is generated in the feeder. An abnormality detection system characterized by transmitting an electric current and performing control according to the type or degree of abnormality.

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