JP7212577B2 - Vehicle body potential measurement system and vehicle body potential measurement method - Google Patents

Description

The present invention relates to vehicle body potential measurement technology.

As a background art, there is a technique described in Japanese Patent Application Laid-Open No. 2018-179943 (Patent Document 1). This publication describes ``an electromagnetic noise measurement system for railway vehicles for measuring electromagnetic noise generated in railway vehicles, which includes a bundle of electric wires drawn through and fixed to at least one of the inside and outside of the train cars of the train set. and an electromagnetic noise evaluation device including a voltage acquisition unit that acquires a potential difference between two points, and one end of the electromagnetic noise detection line is connected to the metal of the vehicle body via a resistor. part, the other end is connected to an electromagnetic noise evaluation device, and the voltage acquisition unit acquires the potential difference between the other end of the noise detection line and the vehicle body.” (See abstract).

JP 2018-179943 A

In recent high-speed trains, in order to reduce the number of pantographs installed, which are a source of noise, special high-voltage cables that transmit overhead wire power obtained from pantographs to multiple main transformers are installed across multiple trains. ing. In addition, with the spread of bolsterless bogies that electrically insulate between the car body and the bogie, a grounding circuit configuration that connects the car body and the rail via a grounding device consisting of a long grounding wire and a grounding resistor is adopted.

In the railway vehicle with the above configuration, the high-frequency surge noise generated when the pantograph and the overhead wire are connected and disconnected, and when the power of the extra high-voltage path is switched on and off by a vacuum circuit breaker, etc., passes through the extra high-voltage cable, propagates to the vehicle body via Surge noise that propagates to the car body flows to the rail through a grounding device that has a constant impedance in the high frequency range, so it appears as a transient change in the car body potential.

This vehicle body potential variation causes malfunctions and failures of on-board equipment electrically coupled to the vehicle body via input/output wiring, equipment housing grounding wires, and the like. For this reason, countermeasures have been taken such as adding a noise filter to each wiring and additionally configuring a vehicle body grounding system that has a low impedance in a high frequency region. The performance of these countermeasures should be appropriately evaluated and confirmed from the viewpoint of protecting on-board equipment, but the performance evaluation is mainly limited to new vehicle inspections that involve changes in the vehicle configuration and when considering countermeasures in the event of a problem. It has not been evaluated at the time of formation inspection or maintenance inspection. The reason for this is that the fluctuations in the vehicle body potential caused by the surge noise are difficult to quantitatively evaluate, because the fluctuation mode varies greatly depending on the measurement conditions such as the overhead line voltage phase at the noise generation timing.

Based on the above background, in the technique of Patent Document 1, one end of an electromagnetic noise detection line drawn through and fixed to the inside and outside of the train set is connected to the car body by a resistor, and the electromagnetic noise detection line and the car body are configured. An example of an electromagnetic noise measurement system that evaluates electromagnetic noise in a loop based on the potential difference between the other end of the electromagnetic noise detection line and the vehicle body is disclosed. In this configuration, since the overhead line voltage phase, which is the main factor of the vehicle potential fluctuation, is not acquired and evaluated, there are problems such as difficulty in evaluating the vehicle potential fluctuation caused by the surge noise, that is, the fluctuation countermeasure performance. be.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a vehicle body potential measurement system that can quantitatively evaluate vehicle body potential fluctuation characteristics and detect performance changes in a high-voltage system, including measures against fluctuations, with a simple configuration.

In order to solve at least one of the above problems, for example, the configurations described in the claims are adopted. The present application includes a plurality of means for solving the above problems, and one example thereof is a vehicle body potential measurement system for a railway vehicle, wherein the railway vehicle has an overhead wire connected to an on-board device mounted on the railway vehicle. A high-voltage bus for distributing electric power and a high-voltage circuit breaker for connecting or disconnecting the overhead line and the high-voltage bus, wherein the car body potential measurement system measures a voltage based on the car body potential of the railway vehicle. a voltage acquisition unit that acquires a voltage phase, a voltage phase acquisition unit that acquires the voltage phase of the overhead wire, a storage unit that stores data, and a processing unit that stores data in the storage unit; stores the voltage data acquired by the voltage acquisition unit in the storage unit in association with the voltage phase of the overhead wire when the high-voltage circuit breaker operates ; A judgment parameter for judging the degree of surge noise when the high voltage circuit breaker operates for each combination of the voltage phase range and the substation section where the railway vehicle is located, and the voltage phase is obtained. The determination parameter corresponding to the combination of the voltage phase acquired by the unit and the substation section where the railway vehicle is located is compared with the voltage data acquired by the voltage acquisition unit in the substation section where the railway vehicle is located. It is characterized by comprising a detection unit that determines that the performance of countermeasures against potential fluctuations caused by the surge noise applied in the railway vehicle has deteriorated and transmits a notification when the result satisfies a predetermined condition. and

According to one aspect of the present invention, it is possible to provide a vehicle-body potential measurement system that can quantitatively evaluate vehicle-body potential fluctuation characteristics and detect performance changes in a high-voltage system, including fluctuation countermeasures, with a simple configuration. Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

FIG. 2 is an explanatory diagram of a train set to which the vehicle body potential measurement system in Embodiment 1 of the present invention is applied; FIG. 2 is an explanatory diagram of an example of a mechanism of occurrence of malfunction of on-board equipment in a vehicle having a high-voltage bus; An example of voltage spectrum measurement between the vehicle body and the low voltage bus when the high voltage circuit breaker is turned on in an actual vehicle is shown. FIG. 4 is an explanatory diagram showing an example of voltage phase acquisition by a voltage phase acquisition unit according to the first embodiment of the present invention; It is explanatory drawing which shows the example of correlation with the overhead wire voltage phase which the voltage data preserve|saved at the memory|storage part of Example 1 of this invention. FIG. 10 is an explanatory diagram of a train formation to which the vehicle body potential measurement system in Embodiment 2 of the present invention is applied; FIG. 10 is an explanatory diagram showing an example of voltage phase acquisition by a voltage acquisition unit according to the second embodiment of the present invention; FIG. 10 is an explanatory diagram showing the configuration of a potential variation evaluation device in Example 3 of the present invention; 10 is a flow chart showing processing executed by a potential variation evaluation apparatus according to Example 3 of the present invention; FIG. 11 is an explanatory diagram of an example of classification of phase groups in Example 3 of the present invention;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In principle, the same parts are denoted by the same reference numerals throughout the drawings for describing the embodiments, and repeated descriptions thereof will be omitted.

1 to 5, a vehicle body potential measuring system that is Embodiment 1 of the present invention will be described below. In this embodiment, a form of a vehicle body potential measuring system having a specific configuration will be described, but the configuration specifications of the present invention are not limited to this embodiment, and are applied according to the vehicle structure and on-board equipment to be mounted. In addition, the applicable vehicles are not limited to vehicles that run by obtaining power from overhead lines or third rails, and are not dependent on power systems such as railcars, new transportation systems, and magnetic levitation railways. This may be applied to any vehicle in which the vehicle body potential fluctuation occurs as a cause.

FIG. 1 is an explanatory diagram of a train set to which a vehicle body potential measuring system according to a first embodiment of the present invention is applied. Here, for the sake of explanation, the first two cars of the formation are mainly shown.

A railway vehicle to which the vehicle-vehicle potential variation measuring system of the present embodiment shown in FIG. It is composed of a voltage bus 109 , a voltage transformer 102 , a ground impedance 202 , a parasitic impedance A 203 , a parasitic impedance B 204 and a potential variation evaluation device 104 .

The overhead line 300 transmits power for driving the railway vehicle from the substation. The vehicle body 100 is a metal structure that runs on a railroad vehicle runway and on a facility composed of rails 301 that also serves as a return current path to a substation. Pantograph 200 obtains power from overhead line 300 . The main transformer 201 step-down converts the overhead line voltage to the input voltage of the main converter. The high-voltage bus 103 is laid across a plurality of vehicles in order to transmit overhead line power to a plurality of main transformers 201 and the like. High voltage circuit breaker 101 is arranged on a high voltage path formed by pantograph 200 and high voltage bus 103 . A low-voltage bus 109 is laid across a plurality of vehicles for driving power supply and signal transmission to on-board devices that perform operation control and in-vehicle services. The voltage transformer 102 steps down and acquires the voltage waveform on the high voltage path. The grounding impedance 202 is the impedance of the vehicle body grounding path from the electric wire connected to the vehicle body 100 to the rail 301 through the grounding mechanism (not shown) on the bogie (not shown). A parasitic impedance A203 is an impedance that exists between the high voltage bus 103 and the vehicle body 100 . A parasitic impedance B204 is an impedance that exists between the low voltage bus 109 and the vehicle body 100 .

In FIG. 1, the high-voltage bus 103 is shown to be laid on the roof of the vehicle body 100, but it may be laid under the floor of the vehicle body 100. FIG. The grounding impedance 202 indicates the total amount of impedance of a plurality of vehicle body grounding paths provided depending on the vehicle configuration with one element. The parasitic impedance A 203 and the parasitic impedance B 204 represent the capacitance caused by the physical structure existing over the vehicle body with one capacitor element. These elements are simply shown for convenience of explanation, and do not limit the position where the impedance exists. Furthermore, the parasitic impedance B204 may include a plurality of other impedance elements such as a leakage detection resistor of the low-voltage bus 109 .

In FIG. 1, the voltage transformer 102 is arranged between the high voltage circuit breaker 101 and the high voltage bus 103, but this configuration is an example, and other configurations can be adopted as long as the voltage phase on the overhead line 300 can be obtained. You may For example, voltage transformer 102 may be placed between pantograph 200 and high voltage circuit breaker 101 . Alternatively, instead of the voltage transformer 102, the voltage phase may be obtained by an electrostatic antenna 113 or the like arranged on the roof of the vehicle body 100 to obtain the voltage of the overhead wire 300 by electrostatic coupling (FIG. 1B). )reference). Further, although FIG. 1 shows that the main transformer 201 is directly connected to the rail 301, it is actually grounded through a grounding mechanism or the like on the truck.

The potential variation evaluation device 104 is composed of a voltage acquisition unit 106, a voltage phase acquisition unit 105, a processing unit 107, a storage unit 108, and the like. Voltage acquisition unit 106 acquires the voltage between vehicle body 100 and low-voltage bus 109 electrically connected or closely coupled to vehicle body 100 . The voltage phase acquisition unit 105 acquires the voltage phase on the overhead wire 300 via the voltage transformer 102 and the like. The processing unit 107 processes acquired data and the like. Storage unit 108 stores the data processed by processing unit 107 . Although FIG. 1 shows that the potential fluctuation evaluation device 104 is installed in the leading vehicle, it may be installed in any vehicle to be evaluated, not limited to the leading vehicle.

FIG. 2 is an explanatory diagram of an example of an on-board equipment malfunction occurrence mechanism in a vehicle having a high-voltage bus.

In rolling stock with high-voltage busbars, the high-frequency surge noise generated when power is turned on and off in the high-voltage path with a high-voltage circuit breaker, etc. propagates to the vehicle body via In general, each car body has a voltage from the rail potential, which is the reference potential of the railway system, due to the presence of grounding impedance such as a grounding wire. In particular, when voltage is generated due to surge noise, the vehicle body voltage fluctuates transiently, so it flows as high-frequency noise into the on-board equipment that is electrically connected or tightly coupled with the vehicle body, resulting in failure of the on-board equipment and It was causing malfunction.

To address this problem, measures have been taken to add a noise filter to the low-voltage bus, which is the main inflow path, and to additionally configure a vehicle body grounding system, such as a capacitor, which has low impedance in the high-frequency region. These countermeasure performances may fluctuate due to changes over time, mechanical damage, etc., so it is necessary to appropriately evaluate and confirm these from the viewpoint of ensuring reliability.

The above high-frequency surge noise is caused by arc current generated between separated contacts. Arc current is generated when the voltage applied between the contacts exceeds the dielectric strength determined by the separation distance or the like. That is, when an AC voltage is applied between the contacts, the aspect of occurrence of the arc current and thus the variation of the vehicle body potential varies depending on the relationship between the AC voltage phase and the separation distance.

FIG. 3 shows an example of voltage spectrum measurement between the vehicle body and the low voltage bus when the high voltage circuit breaker is turned on in an actual vehicle.

As shown in this example, it has been confirmed that the aspect of the vehicle body potential fluctuation that occurs greatly fluctuates depending on the overhead line voltage phase. For example, the voltage spectrum at 0°, where the voltage applied between the contacts is the minimum, and the voltage spectrum at 90°, where the voltage is maximum, differ greatly in aspect, and it is not possible to judge the characteristic change by simply comparing them. The present invention makes it possible to quantitatively evaluate high-frequency surge noise countermeasure performance by utilizing the previously unclear correlation between the overhead line voltage phase and the vehicle body potential fluctuation.

In the configuration of FIG. 1, the voltage phase acquisition unit 105 acquires the voltage phase of the overhead wire 300 from the voltage transformer 102 or the electrostatic antenna 113 having a corresponding function.

FIG. 4 is an explanatory diagram showing an example of voltage phase acquisition by the voltage phase acquisition unit 105 according to the first embodiment of this invention.

FIG. 4A shows an example of the secondary voltage waveform of the voltage transformer 102 when the high voltage circuit breaker 101 is arranged between the voltage transformer 102 and the pantograph 200 as shown in FIG. show. In this case, the amplitude of the secondary voltage waveform of the voltage transformer 102 changes greatly before and after the high voltage circuit breaker 101 is turned on, as shown in FIG. 4(A). Therefore, the voltage phase acquisition unit 105 acquires the phase at which the voltage value fluctuates sharply as the high-voltage circuit breaker-on phase.

On the other hand, when the voltage transformer 102 is arranged between the pantograph 200 and the high voltage circuit breaker 101, the amplitude of the voltage waveform on the secondary side of the voltage transformer 102 is equal to that of the high voltage circuit breaker 101 as shown in FIG. Since it does not change significantly before and after closing, it is difficult to detect the timing of closing the high-voltage circuit breaker from the overhead wire voltage waveform. The same applies to the observation by the electrostatic antenna 113 as shown in FIG. 1(B). Therefore, the voltage phase acquisition unit 105 identifies the phase when the high voltage circuit breaker is turned on from the time at which the voltage acquisition unit 106 operating in synchronization with the voltage phase acquisition unit 105 experiences a sharp voltage change.

Although the above example shows an example when the high-voltage circuit breaker is turned on, the overhead wire voltage phase acquisition method is the same when the high-voltage circuit breaker is disconnected, when the pantograph is connected and disconnected, and the like.

The voltage acquisition unit 106 in the example of FIG. 1 uses the vehicle body potential as a reference, and the voltage between the low voltage bus 109 electrically connected or closely coupled (that is, coupled via a capacitive component of 1 uF or more) to the vehicle body 100 to get Note that the sampling rate of the voltage acquisition unit 106 can vary depending on the structure of the vehicle to which this system is applied and the characteristic difference of the high-voltage circuit breaker 101. Therefore, the frequency band in which the characteristics of the voltage spectrum appear may vary. good. For example, in the illustrated case, the sampling rate is set to 1 MSamples/sec or more so that the voltage spectrum characteristic of 500 kHz or less where the characteristic appears remarkably can be evaluated.

After continuously recording the voltage data, the voltage data for a desired period before and after the occurrence of the high frequency surge noise may be referenced, or only the voltage data for an arbitrary period before and after the occurrence of the high frequency surge noise may be saved. can be In the latter case, the processing unit 107 may receive an operation signal from the high-voltage circuit breaker 101 on the vehicle side, and use this as a trigger to start recording the voltage data. For example, the processing unit 107 stores the voltage data for a predetermined length of time from the time before the time when the operation signal of the high voltage breaker 101 is received to the time after the time when the operation signal is received by the predetermined time. can be stored in Specifically, for example, the processing unit 107 always temporarily stores the voltage data, and after a predetermined time has passed (or when a predetermined amount of voltage data is accumulated), the old voltage data is sequentially erased, and the high voltage data is stored. Only the voltage data in the time period before and after the time when the operation signal for the voltage breaker 101 is received may be stored in the storage unit 108 without being erased. As will be described later, even when it is determined that the vehicle has entered the substation switching section, the same processing as described above can be performed with that determination as a trigger.

According to this, the high frequency surge noise caused by the operation of the high voltage circuit breaker 101 can be reliably acquired. Moreover, by not storing data that does not contain high-frequency surge noise caused by the operation of the high-voltage circuit breaker 101, the storage capacity of the storage unit 108 can be effectively used. Moreover, the format of the voltage data to be stored may be time-axis voltage data, frequency-axis spectrum data, or any other format as long as the data can be compared with each other in post-processing.

The processing unit 107 associates the overhead wire voltage phase and the voltage data at the time of occurrence of the high frequency surge noise, and stores them in the storage unit 108 .

FIG. 5 is an explanatory diagram showing an example of association between the voltage data stored in the storage unit 108 and the overhead wire voltage phase according to the first embodiment of the present invention.

In the example of FIG. 5, a plurality of records including ID 501, voltage data storage path 502, overhead wire voltage phase 503, and vehicle running position 504 are stored. One record stores data related to one occurrence of high-frequency surge noise. ID501 is the identification information of each record. A voltage data storage path 502 indicates a path of a file that stores voltage data corresponding to each record. The overhead line voltage phase 503 is the phase of the overhead line voltage when high-frequency surge noise corresponding to each record occurs, and is obtained by the voltage phase obtaining unit 105 . The vehicle travel position 504 is the travel position (for example, coordinate values) of the vehicle body 100 when the high-frequency surge noise corresponding to each record occurs. Vehicle travel position 504 is not required, but if recorded, can be used to take into account facility-side factors, as described below.

According to the above configuration, since the overhead wire voltage phase and the voltage data, which greatly affect the high frequency surge noise generation mode, are stored in association with each other, the voltage data within an arbitrary overhead line voltage phase range similar to the high frequency surge noise generation mode can be stored. This is a car body potential measurement system that can perform quantitative evaluation of car body potential fluctuation characteristics with a simple configuration and detect changes in the performance of high-voltage systems, including countermeasures against car body potential fluctuations, at least in stopped railway vehicles. can provide

In addition to the above, when considering the application of the system according to the present embodiment to a running railroad vehicle, the generation capacity of the substation and the overhead wire 300 and Equipment-side elements such as the rail 301 also need to be considered. To solve this problem, as shown in FIG. 5, the processing unit 107 acquires the vehicle running position at the time of occurrence of high-frequency surge noise from a GPS (Global Positioning System) or an on-board signal device (both not shown). It is also saved in the storage unit 108 .

According to the above configuration, it is possible to compare the voltage data of the same substation and the same running position. It is possible to provide a vehicle body potential measurement system capable of detecting performance changes in a high voltage system including countermeasures. Furthermore, if the processing unit 107 can determine that the vehicle has entered the substation switching section from the vehicle traveling position and the on-board signal device, the above-described processing is performed, and a large amount of voltage data obtained from multiple trains is compared. It is also possible to evaluate performance changes of high voltage circuit breakers on the substation side.

Embodiment 2 A vehicle body potential measurement system that is Embodiment 2 of the present invention will be described below with reference to FIGS. 6 and 7. FIG. A present Example describes the form which acquires voltage data and an overhead wire voltage phase simultaneously. Except for the differences described below, each part of the vehicle body potential measurement system of the second embodiment has the same function as each part denoted by the same reference numerals of the first embodiment shown in FIGS. 1 to 5. Their description is omitted.

FIG. 6 is an explanatory diagram of a train set to which the vehicle body potential measurement system in the second embodiment of the present invention is applied. Here, as in the first embodiment, for the sake of explanation, the first two cars of the formation are mainly shown.

In the example of FIG. 6 , one end of the secondary side of voltage transformer 102 is connected to vehicle body 100 . In this case, the fluctuation of the vehicle body potential also appears through the secondary inductance of the voltage transformer. can be obtained simultaneously. That is, the voltage acquisition unit 110 in FIG. 6 has a function equivalent to that of the voltage phase acquisition unit 105 of the first embodiment shown in FIG. also have

FIG. 7 is an explanatory diagram showing an example of voltage phase acquisition by the voltage acquisition unit 110 according to the second embodiment of the present invention.

According to the above configuration, it is possible to eliminate the measurement system related to the voltage phase acquisition unit 105 as in the first embodiment. It is possible to provide a vehicle body potential measurement system capable of detecting changes in system performance.

Embodiment 3 A vehicle body potential measuring system which is Embodiment 3 of the present invention will be described below with reference to FIGS. 8 to 10. FIG. A present Example demonstrates the form which detects a relative performance change from the acquired voltage data. Except for the differences described below, each part of the vehicle body potential measurement system of the third embodiment has the same reference numerals as in the first embodiment shown in FIGS. 1 to 5 or the second embodiment shown in FIGS. Since it has the same function as each attached part, description thereof will be omitted.

FIG. 8 is an explanatory diagram showing the configuration of the potential fluctuation evaluation device 104 in Example 3 of the present invention.

The potential variation evaluation device 104 of this embodiment has a deterioration detector 111 and a determination parameter 112 in addition to the configuration described above in the first or second embodiment. The determination parameter 112 is data used for determining whether or not the newly acquired voltage data characteristic has changed, which is generated based on the voltage data acquired in the past. The deterioration detection unit 111 is an arithmetic processing unit that performs the above determination calculation, updating of the determination parameter 112, and the like.

Next, the process of detecting that the voltage data characteristic acquired by the potential variation evaluation device 104 has changed will be described with reference to FIG. 9 .

FIG. 9 is a flow chart showing the processing executed by the potential variation evaluation device 104 according to the third embodiment of the present invention.

The voltage acquisition unit 106 of the potential variation evaluation device 104 acquires voltage data based on the potential of the vehicle body 100 before and after the occurrence of the high-frequency surge noise (for example, a predetermined length of time including the time of occurrence). The voltage phase acquisition unit 105 acquires the overhead line voltage phase when high frequency surge noise occurs. In addition, the processing unit 107 separately acquires vehicle travel position information and the like (S100).

Next, the processing unit 107 performs classification according to the aspect of surge noise generation from the acquired overhead wire voltage phase data (S101). Since the appearance of surge noise depends on the vehicle configuration, etc., it is desirable to experimentally determine the number of phase group classifications and their respective ranges.

FIG. 10 is an explanatory diagram of an example of classification of phase groups according to the third embodiment of the present invention.

FIG. 10 shows an example of a simple configuration in which the high-voltage circuit breaker 101 is periodically set to be divided into three points centering on 0° where the voltage across the terminals is the minimum and 90° where the voltage across the terminals is the maximum. indicates That is, in this example, the catenary voltage phase is -22.5° to +22.5° in phase group A, +22.5° to +67.5° in phase group B, +67.5° to +112.5° in phase group C, +112.5° to +157.5° for phase group B, +157.5° to +202.5° for phase group A, +202.5° to +247.5° for phase group B, +247.5° to +292 5° is set as phase group C, +292.5° to +337.5° is set as phase group B, and the subsequent phases are similarly set periodically.

In this example, phase group A corresponds to the range with the lowest terminal voltage, phase group C corresponds to the range with the highest terminal voltage, and phase group B corresponds to the range of phase groups A and C, as shown in FIG. corresponds to the range of terminal voltages in the middle of .

The description of FIG. 9 will be continued below using the case where the phase group A is determined as an example. After the phase group determination (S101: A), the processing unit 107 sorts by substation or travel section specified by vehicle travel position information or the like (S102). In the process of S102, the characteristics are classified in consideration of the power generation capacity of the substation and the state of the facilities. Here, a case where a certain substation group (for example, substation group A) is specified will be described as an example (S102:A).

The determination parameter 112 is generated with a sufficient number of voltage data to ensure accuracy of determination. Therefore, if the update count of the determination parameter 112 has not reached the predetermined number (S103: N), the processing unit 107 updates the determination parameter 112 until the update count reaches the predetermined number. (S104).

When the determination parameter 112 has been updated the predetermined number (S103: Y), the potential variation evaluation device 104 has the determination parameter 112 generated from the predetermined number of voltage data. In this case, the deterioration detection unit 111 performs arithmetic processing with the acquired voltage data (S105). As a result, when it is determined that the voltage data characteristics have changed (S106: Y), the potential variation evaluation device 104 determines that a performance change has occurred in the high-voltage system including countermeasures against the vehicle body potential variation. An alert (for example, a maintenance request) is issued (S107). At this time, the deterioration detection unit 111 may also acquire the operating state of the single device such as the high-voltage circuit breaker 101 from the processing unit 107 and use it to identify the performance deterioration location.

For example, during a period in which it is estimated that the performance of the vehicle electric potential fluctuation countermeasures applied to the vehicle body 100 is not degraded, such as when the elapsed time after the vehicle electric potential fluctuation countermeasures are taken is sufficiently short, the above S100 to S104 are performed. may be performed to generate the determination parameter 112 . This determination parameter 112 may be, for example, a parameter for determining the degree of high-frequency surge noise included in the voltage data. After that, the deterioration detection unit 111 performs determination (S105, S106) using the generated determination parameter 112, and determines that the performance of the countermeasure has deteriorated when the determination result satisfies a predetermined condition (S106: Y). be able to.

Note that the above description shows a configuration in which the deterioration detection unit 111 is independent from the processing unit 107 . In this way, the deterioration detection unit 111 may be implemented by hardware independent of the processing unit 107 or may be implemented by hardware shared with the processing unit 107 . For example, if the processing unit 107 is a general-purpose processor, the deterioration detection unit 111 may be implemented by the general-purpose processor executing a deterioration detection program. Also, the determination parameter 112 may be stored in a dedicated storage area, or may be stored in the storage unit 108 .

According to the above configuration, it is possible to automatically detect a relative characteristic change from the obtained voltage data or the like, and issue a maintenance request based on the detected change.

The representative examples of the aspects of the present invention described above are summarized as follows. That is, in the vehicle body potential measurement system for a railway vehicle, the railway vehicle includes a high-voltage bus (for example, a high-voltage bus 103) that distributes overhead power to an on-board device mounted on the railway vehicle, an overhead wire and a high-voltage bus. and a high voltage circuit breaker (e.g., high voltage circuit breaker 101) that connects or disconnects the vehicle body potential measurement system, and a voltage acquisition unit (e.g., voltage acquisition unit 106 or 110), a voltage phase acquisition unit that acquires the voltage phase of the overhead wire (eg, voltage phase acquisition unit 105 or voltage acquisition unit 110), a storage unit that stores data (eg, storage unit 108), A processing unit (for example, processing unit 107) that stores data, and the processing unit stores the voltage data acquired by the voltage acquisition unit in association with the voltage phase of the overhead wire when the high voltage circuit breaker operates. (see, for example, FIG. 5).

As a result, it is possible to compare voltage data within an arbitrary overhead line voltage phase range with similar high-frequency surge noise generation patterns. It is possible to provide a vehicle body potential measurement system capable of detecting performance changes in a high-voltage system, including countermeasures against vehicle body potential fluctuations.

Here, the railway vehicle has a low-voltage bus (for example, the low-voltage bus 109) with a lower voltage than the high-voltage bus, and the low-voltage bus is at least connected to the vehicle body of the railway vehicle (for example, the parasitic impedance B204). For example, it may be electrically coupled to the vehicle body 100), and the voltage acquisition unit may acquire voltage data of a low-voltage bus with reference to the vehicle body potential.

As a result, voltage data containing high-frequency surge noise is obtained.

In addition, the railway vehicle has an electrostatic antenna (for example, an electrostatic antenna 113) that acquires voltage by electrically coupling with the overhead wire, and the voltage phase acquisition unit acquires the voltage phase of the overhead wire via the electrostatic antenna. You may

Alternatively, the railway vehicle has a voltage transformer (for example, the voltage transformer 102) that acquires voltage by magnetically coupling with the high-voltage bus, and the voltage phase acquisition unit acquires the voltage phase of the overhead line via the voltage transformer. may

These obtain the voltage phase of the overhead line.

Alternatively, the railway vehicle has a voltage transformer (for example, the voltage transformer 102 shown in FIG. 6) that acquires voltage by magnetically coupling with the high voltage bus, and one end of the secondary side of the voltage transformer is connected to the vehicle body of the railway vehicle. , and the voltage phase acquisition unit and the voltage acquisition unit (for example, the voltage acquisition unit 110 shown in FIG. 6) may acquire the voltage phase and voltage data of the overhead wire, respectively, from the secondary side of the voltage transformer.

This makes it possible to reduce the number of measurement systems involved in voltage phase acquisition, so the vehicle body potential measurement system can quantitatively evaluate the vehicle body potential fluctuation characteristics with a simpler configuration and detect changes in the performance of the high-voltage system, including measures against vehicle potential fluctuations. can provide

In addition, the processing unit may store voltage data for a predetermined period based on the timing at which the operation signal for the high voltage circuit breaker is received in the storage unit (see, for example, paragraph [0032]).

This makes it possible to reliably acquire high-frequency surge noise caused by the operation of the high-voltage circuit breaker.

Further, the processing unit may associate the position information of the railway vehicle when the high voltage circuit breaker operates with the voltage data and store it in the storage unit (see FIG. 5, for example).

As a result, it becomes possible to compare voltage data from the same substation and running position. It is possible to provide a vehicle body potential measurement system capable of detecting performance changes in a high voltage system.

In addition, the processing unit receives a signal indicating that the railroad vehicle has entered the substation switching section, or the timing at which it is determined that the railroad vehicle has entered the substation switching section based on the position information of the railroad vehicle. may be stored in the storage unit for a predetermined period based on (see, for example, paragraphs [0032] [0039]).

This makes it possible to evaluate changes in the performance of high-voltage circuit breakers on the substation side.

In addition, the vehicle body potential measurement system holds a determination parameter (for example, a determination parameter 112) for each range of the voltage phase of the overhead wire, and the determination parameter corresponding to the voltage phase acquired by the voltage phase acquisition unit and the determination parameter acquired by the voltage acquisition unit A detection unit (for example, the deterioration detection unit 111) may be provided that transmits a notification (for example, S107) when the result of comparison with the obtained voltage data satisfies a predetermined condition (for example, S106: Y).

Here, the vehicle body potential measurement system holds a determination parameter for each combination of the range of the voltage phase of the overhead wire and the substation section where the railway vehicle is located, and the voltage phase acquired by the voltage phase acquisition unit and the railway vehicle is A notification is sent when the result of comparing the determination parameter corresponding to the combination with the substation section where the railway vehicle is located and the voltage data acquired by the voltage acquisition unit in the substation section where the railway vehicle is located satisfies a predetermined condition. good too.

Furthermore, the determination parameter is a parameter for determining the degree of surge noise when the high-voltage circuit breaker operates, and the detection unit obtains the voltage phase obtained by the voltage phase obtaining unit during a predetermined period and the voltage Based on the voltage data acquired by the acquisition unit, a determination parameter is generated (for example, S100 to S104), and the determination parameter corresponding to the voltage phase acquired by the voltage phase acquisition unit and the voltage data acquired by the voltage acquisition unit are obtained. If the result of the comparison satisfies a predetermined condition, it may be determined that the performance of countermeasures against potential fluctuations caused by surge noise applied to the railway vehicle has deteriorated, and a notification may be transmitted.

As a result, relative characteristic changes can be automatically detected from the acquired voltage data and the like, and a maintenance request can be issued based on the detected changes.

In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above embodiments have been described in detail for better understanding of the present invention, and are not necessarily limited to those having all the configurations described. Also, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, or to add the configuration of another embodiment to the configuration of one embodiment. Moreover, it is possible to add, delete, or replace a part of the configuration of each embodiment with another configuration.

Further, each of the above configurations, functions, processing units, processing means, and the like may be realized by hardware, for example, by designing a part or all of them using an integrated circuit. Moreover, each of the above configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function. Information such as programs, tables, files, etc. that realize each function is stored in storage devices such as non-volatile semiconductor memories, hard disk drives, SSDs (Solid State Drives), or computer-readable non-volatile memory such as IC cards, SD cards, DVDs, etc. It can be stored on a temporary data storage medium.

Also, the control lines and information lines indicate those considered necessary for explanation, and not necessarily all the control lines and information lines are indicated on the product. In fact, it may be considered that almost all configurations are interconnected.

DESCRIPTION OF SYMBOLS 100... Vehicle body 101... High voltage circuit breaker 102... Voltage transformer 103... High voltage bus line 104... Potential fluctuation evaluation apparatus 105... Voltage phase acquisition part 106... Voltage acquisition part 107... Processing part 108... Storage part 109... Low voltage bus line 110... Voltage acquisition unit and voltage phase acquisition unit 111 Deterioration detection unit 112 Determination parameter 113 Electrostatic antenna 200 Pantograph 201 Main transformer 202 Ground impedance 203 Parasitic impedance A
204... Parasitic impedance B
300... overhead wire 301... rail

Claims (10)

A vehicle body potential measurement system for a railway vehicle,
The railway vehicle has a high-voltage bus for distributing overhead power to on-board devices mounted on the railway vehicle, and a high-voltage circuit breaker for connecting or disconnecting the overhead wire and the high-voltage bus,
The vehicle body potential measurement system includes a voltage acquisition unit that acquires a voltage based on the vehicle body potential of the railway vehicle, a voltage phase acquisition unit that acquires the voltage phase of the overhead wire, a storage unit that stores data, and the storage. a processing unit for storing data in the unit,
The processing unit stores the voltage data acquired by the voltage acquisition unit in the storage unit in association with the voltage phase of the overhead wire when the high voltage circuit breaker operates ,
The vehicle body potential measurement system further includes:
Holding a determination parameter for determining the degree of surge noise when the high voltage circuit breaker operates for each combination of the voltage phase range of the overhead line and the substation section where the railway vehicle is located,
The determination parameter corresponding to the combination of the voltage phase acquired by the voltage phase acquisition unit and the substation section where the railway vehicle is located, and the voltage data acquired by the voltage acquisition unit in the substation section where the railway vehicle is located. and a detection unit that determines that the performance of countermeasures against potential fluctuations caused by the surge noise applied in the railway vehicle has deteriorated and transmits a notification when the result of the comparison satisfies a predetermined condition. A vehicle body potential measurement system characterized by: The vehicle body potential measurement system according to claim 1,
The railway vehicle has a low voltage bus with a voltage lower than the high voltage bus,
the low voltage bus is electrically coupled to the rail vehicle body through at least a parasitic impedance;
The vehicle body potential measurement system, wherein the voltage acquisition unit acquires voltage data of the low voltage bus based on the vehicle body potential. The vehicle body potential measurement system according to claim 1,
The railway vehicle has an electrostatic antenna that is electrically coupled to the overhead wire to obtain a voltage,
The vehicle body potential measurement system, wherein the voltage phase acquisition unit acquires the voltage phase of the overhead wire via the electrostatic antenna. The vehicle body potential measurement system according to claim 1,
The railway vehicle has a voltage transformer that magnetically couples with the high voltage bus to obtain a voltage,
The vehicle body potential measurement system, wherein the voltage phase acquisition unit acquires the voltage phase of the overhead wire via the voltage transformer. The vehicle body potential measurement system according to claim 1,
The railway vehicle has a voltage transformer that magnetically couples with the high voltage bus to obtain a voltage,
one end of the secondary side of the voltage transformer is connected to the vehicle body of the railway vehicle;
The vehicle body potential measurement system, wherein the voltage phase acquisition unit and the voltage acquisition unit acquire the voltage phase of the overhead wire and the voltage data, respectively, from the secondary side of the voltage transformer. The vehicle body potential measurement system according to claim 1,
The vehicle body potential measurement system, wherein the processing unit stores the voltage data for a predetermined period based on the timing at which the operation signal for the high voltage circuit breaker is received in the storage unit. The vehicle body potential measurement system according to claim 1,
The vehicle body potential measurement system, wherein the processing unit associates position information of the railway vehicle when the high voltage circuit breaker operates with the voltage data and stores the information in the storage unit. The vehicle body potential measurement system according to claim 1,
The processing unit receives a signal indicating that the railway vehicle has entered the substation switching section, or determines that the railway vehicle has entered the substation switching section based on the location information of the railway vehicle. a vehicle body potential measuring system, wherein the voltage data for a predetermined period based on the timing of the vehicle body potential measurement is stored in the storage unit. The vehicle body potential measurement system according to claim 1,
The detection unit generates the determination parameter based on the voltage phase acquired by the voltage phase acquisition unit during a predetermined period and the voltage data acquired by the voltage acquisition unit in the substation section where the railway vehicle is located. A vehicle body potential measurement system characterized by: A vehicle body potential measurement method for a railway vehicle,
The railway vehicle has a high-voltage bus for distributing overhead power to on-board devices mounted on the railway vehicle, and a high-voltage circuit breaker for connecting or disconnecting the overhead wire and the high-voltage bus,
The vehicle body potential measurement method includes:
A procedure for acquiring a voltage based on the vehicle body potential of the railway vehicle;
a step of obtaining the voltage phase of the overhead line;
A procedure for storing the acquired voltage data in association with the voltage phase of the overhead wire when the high voltage circuit breaker operates;
holding a determination parameter for determining the degree of surge noise when the high voltage circuit breaker operates for each combination of the voltage phase range of the overhead line and the substation section in which the railway vehicle is located; A result of comparing the determination parameter corresponding to the combination of the acquired voltage phase and the substation section where the railway vehicle is located and the voltage data acquired in the substation section where the railway vehicle is located satisfies a predetermined condition. and determining that the performance of countermeasures against potential fluctuations caused by the surge noise applied in the railway vehicle has deteriorated, and transmitting a notification.

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