JP2003072431A - Feeder circuit failure spotting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a feeder circuit failure spotting device simple in configuration, low in manufacturing cost, and capable of high-accuracy failure spotting in case of any of grounding and short-circuiting failure. SOLUTION: The device finds a short-circuit between the feeder and the trolley and determines the zone to be the failure zone upon detecting a reversal in the feeder current direction at the two posts at both ends of the failure zone. This enables failure point identification to be accomplished by checking the feeder current (one element) merely, and simplifies equipment and circuitry for the realization of a low-cost device. Using this device, complicated calculation such as vector analysis required in the prior art is dispensed with and less error attributable to grounding resistance occurs because the device isolates the failure zone by a digital judgement involving current direction (positive or negative). The result is an accurate failure spotting using a simplified configuration.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a feeder circuit fault point locating device for locating a short circuit / ground fault in an autotransformer feeding system which is one of the AC electrification systems for electric railways. The present invention relates to a fault location method for electric circuits.

[0002]

2. Description of the Related Art There are direct current electrification methods and alternating current electrification methods as electrification methods for electric railways. However, due to the demand for higher speeds of electric railways, higher electric energy with higher voltage is required. The AC electrification method that can be used is adopted in the Shinkansen and some conventional lines.

This AC electrification system includes a direct feeding system, a booster transformer feeding system (hereinafter referred to as "BT feeding system"), an autotransformer feeding system (hereinafter referred to as "AT feeding system"), There is a cable feeding system. However, in the direct feeding method, there is a problem that a leakage current from a protection line (hereinafter referred to as “rail”) as a return line (earth) to the ground causes a communication induction failure that causes noise in a signal flowing through the communication line. is there. In addition, in the cable feeding system, the cable itself is expensive and costly, it takes a long time to recover in case of a cable accident, and because the capacitance to ground of the cable is large, it is necessary to take measures to suppress resonance in a long power system. There is a problem such as becoming. For this reason, in Japan, the above-mentioned BT is mainly used to draw the current supplied to the train to the negative electric wire by the absorption transformer (BT) installed about every 4 km along the line.
The feeding system and the above-mentioned AT feeding system in which the feeding voltage of the substation is set higher than the power line voltage and installed every 10 km along the line are adopted.

In particular, the AT feeder system has become the standard for the current Shinkansen. This is because the BT feeder system requires a booster transformer, which complicates the equipment and circuit configuration.
Also, especially when feeding a high-speed railway such as a Shinkansen, the load current becomes large and an arc is generated, which may melt down the pantograph and trolley wire, and maintenance is complicated. This is because there are few such problems, according to the report. Further, according to the AT feeding system, since the feeding voltage of the substation is twice as high as the voltage that feeds the vehicle due to the configuration of the feeding circuit, the substation interval can be widened and the number of substations can be reduced. Because there is.

In this AT feeding system, there are three electric lines for supplying electric power to a train (hereinafter referred to as "trolley line"), a rail as a return line, and a feeding line which is a power feeding line for an autotransformer (AT). There are streaks. Then, there is usually an electric car as a load between the trolley wire and the rail, and a current corresponding to the load flows.

By the way, if a foreign matter or flying object intervenes between the trolley wire and the rail or between the feeder and the rail,
If a large current flows and it causes a ground fault, if it intervenes between the feeder line and the trolley wire, a short circuit fault will occur. In this case, take measures to instantly stop the power supply at substations and search for the cause of this accident. In other words, a fault point locator for feeding circuits is installed in the posts of substations, etc.When a ground fault / short circuit accident occurs, the fault point locator performs arithmetic processing to identify the fault point. To do.

In recent years, a suction current ratio type device has been widely adopted as a fault point locating device for a feeder circuit in the AT feeding system. In this method, in the case of a ground fault between the trolley wire and the rail, the current flowing through the neutral point of AT (the terminal connected to the rail) flows to the AT closer to the ground fault. The position of the ground fault is calculated by calculating the suction current ratio of the ATs installed on both sides of the. This method has high measurement accuracy for detecting the ground fault point between the trolley wire and the rail and between the feeder line and the rail, and is used in almost all sections adopting the AT feeder method. However, due to the measurement principle, there is a problem in that in the event of a short circuit between the trolley wire and the electric wire, almost no wicking current flows, and in that case the fault point cannot be located.

From this point of view, a so-called "method of combined use of measurement of suction current ratio and reactance" has been proposed. This method locates the fault point by the suction current ratio method in case of ground fault and mainly by reactance measurement method in case of short circuit fault. Here, the "reactance measurement method" is a method in which the orientation is determined by measuring the reactance component excluding the resistance component of the feeding circuit impedance, but the reactance of the feeding circuit is not proportional to the feeding distance. A theoretical orientation error occurs. For this reason,
In this combined method, this orientation error is compensated by the suction current ratio method. According to this combined method, the orientation accuracy is high in the event of both ground fault and short circuit. However, the device / circuit configuration becomes complicated, resulting in high cost and difficulty in practical application.

Therefore, recently, for example, Japanese Patent Laid-Open No. 11-22
The so-called "absorption current / electric voltage vector comparison method" disclosed in Japanese Patent No. 7503 is about to be adopted in part (Sanyo Shinkansen). According to this method, at each post such as a substation, feeding substation, auxiliary feeding substation, etc., vector calculation regarding the suction current and feeding voltage is performed to locate the position and direction of the failure point. Such a method can be realized at a lower cost than the above “method of combined use of suction current ratio and reactance measurement”. In particular, is there a ground fault between the trolley wire and the rail, or between the feeder and the rail? It is possible to accurately discriminate whether or not there is a ground fault and to locate.

However, such a technique does not aim at a short circuit fault between the trolley wire and the electric wire. Further, even if this technique is applied to a short-circuit failure between a trolley wire and an electric wire, it is necessary to detect the phases of two elements of current and electric voltage during orientation. Further, particularly when performing PWM control, it becomes difficult to detect the zero point of the phase when trying to detect these phases, so it is necessary to add a special circuit configuration to supplement this. Therefore, the configuration of the orientation device is complicated, and the cost for constructing the system is still high. In addition, since the angle of the vector changes depending on the ground fault resistance value at each measurement point, there is a problem that a measurement error is likely to occur and complicated work such as correcting the error at each measurement point is required. .

Therefore, the present invention provides a fault point locating device for a feeder circuit which can be realized at a low cost with a simple structure and which can obtain high locating accuracy in the event of any ground fault / short circuit. With the goal.

[0012]

In view of the above problems, a fault point locating device for feeder circuit according to claim 1 (hereinafter, simply referred to as "fault point locating device") is a substation and a feeder section ( AC power from the substation from the front and rear of the electric car via feeder lines, trolley wires, and rails, and an autotransformer that connects the feeder line and trolley wire to each post. It is installed and applied to the feeder circuit of the autotransformer configured by connecting the neutral point of the winding of each autotransformer and the vicinity of the autotransformer on the rail with a suction line. Locate short circuit faults to the lines.

The "feeding station" here may include both the "feeding station" and the "auxiliary feeding station" which are usually referred to. The former "feeding section" is a section that is provided with a switchgear for feeding sectioning, etc., and repairs the feeding system division and feeding voltage in the AC feeding method. That is, in the AC feeding system, since the AC power supply to the electric vehicle is difficult to feed adjacent substation power supplies in parallel to the same feeding section due to problems such as phase difference and voltage difference, A switchgear for feeding and dividing is installed in the middle, and during normal times it is opened to feed electricity from each substation. When the substation stops due to work, etc., the power supply between the substations is stopped by temporarily stopping the power supply between the substations when the substation is stopped. Has been extended to secure power supply.

On the other hand, the latter "auxiliary feeding section" is intended to shorten the feeding stopping section for work to make it easy to secure the work interval and to limit the feeding stopping section when an accident occurs. At the substation, it is a section provided between the substation (the former). Further, the “neutral point of the winding of the autotransformer” means the midpoint of the winding or a predetermined voltage point which serves as a contact point when transforming.

Further, the "feeding circuit for supplying AC power from the front and rear of the electric vehicle" is, for example, as shown in an embodiment described later, a feeding circuit for performing up and down feeding at a feeding section, or It means a feeder circuit that performs parallel feeding at a substation. This is because the short-circuit failure determination of the present invention cannot be performed unless the feeding circuit has such a power supply form. That is,
When a short-circuit accident occurs in such feeder circuit, a large current flows into the short-circuit point, and a current loop circuit is formed between this short-circuit point and the substation (power supply). Since power is also supplied from the feeder on the opposite side, the direction of current is reversed on both sides of the short-circuit point. The present invention pays attention to such a point, and detects a section in which such a current flow is reversed as a short-circuit failure section. That is, in a circuit in which electric power is supplied only from one of the front side and the rear side of the electric vehicle, the current does not flow on the opposite side in the first place, and therefore the above-described discrimination based on the direction of the current cannot be performed.

Then, the current detecting means detects the direction and the magnitude of the current flowing through the feeder line side of each adjacent post in each post. As this current detection means,
For example, it is possible to install a current transformer for current measurement. Then, the failure detection means detects from the direction of the current in each post detected by the current detection means at the time of failure that the short-circuit failure has occurred between the feeder and the trolley wire, and the short-circuit failure has occurred. Specify the section. That is, it is detected that there is a short circuit failure between the feeder and the trolley wire by extracting the section that is reversed between the adjacent posts, and this reversed section is specified as the short circuit failure section.

Then, the failure point specifying means determines from the current ratio of both currents simultaneously detected by the current detecting means in both posts sandwiching the failure section specified by the failure detecting means,
Calculate and specify the failure point in the failure section. That is,
The current (feeder current) flowing through the feeder at the time of short circuit failure is
The closer to the failure point, the larger it becomes, and the feeder current flowing through each post that sandwiches the failure section is almost inversely proportional to the distance to the failure point.Therefore, the current ratio calculates the distance from one post to the failure point. You can do it.

As described above, according to the fault point locating device of the first aspect, it is possible to locate the short-circuit fault between the feeder and the trolley wire by detecting only the feeder current (one element) in each post. It will be possible. Therefore, the device / circuit configuration is extremely simple and can be realized at low cost.
Further, since the failure section can be determined by digitally determining the direction of the current (whether positive or negative), it is not necessary to perform complicated calculation such as vector analysis as in the above conventional technique, and an error due to a ground fault resistance value can be obtained. Also few. Therefore, there is an advantage that the location of the failure point can be located with high accuracy with a simple configuration.

With the above structure, the short-circuit fault between the feeder and the trolley wire can be easily located at low cost, but the short-circuit fault between the feeder and the trolley wire is not so frequent. It can be said that it is not economical to record all the data regarding the direction and the magnitude of the current detected by the current detecting means in an analog manner.

Therefore, as described in claim 2, the storage means stores the current information detected by the current detection means at a predetermined time interval, and the failure point identification means detects the short circuit detected by the failure detection means. The failure point may be calculated and specified from the current ratio using the storage information of the storage unit at the time of the failure occurrence.

According to this structure, the storage capacity of the device can be secured, and overwrite of important data can be prevented. Further, since the processing load of the fault point locating device itself due to the storage operation is also reduced, the operating cost of the fault point locating device can be reduced.

Further, with the above configuration, it is possible to locate a short circuit fault between the feeder line and the trolley wire, but in reality, a ground fault fault between the feeder line and the rail and between the trolley wire and the rail is detected. Localization is also possible, and it is necessary to make the fault point locator function as the whole feeding system.

Therefore, in the fault point locating device according to the third aspect, the second current detecting means detects the magnitude and phase of the current flowing through the suction line in each post, and the fault detecting means detects the magnitude and phase. Based on the magnitude and phase of the current in each post detected by the second current detecting means, it is detected that there is a ground fault between the feeder and the rail or between the trolley wire and the rail, and a ground fault occurs. The fault section in which the fault has occurred is specified. Then, the failure point specifying means calculates and specifies the failure point in the failure section from the current ratio detected by the second current detecting means in both posts sandwiching the failure section specified by the failure detection means.

The above-mentioned structure is provided in claim 1 or claim 2.
It is a combination of the configuration of the conventional fault point locating device and the fault point locating device described in, but with this combination, the fault point locating device can be applied to the entire feeding system easily and at low cost. can do. Further, since the failure section (which post has a failure) can be specified also by the magnitude of the current detected by the current detection means according to claim 1 or 2, the second current detection means. It helps to identify the failure point from the magnitude of the detected current. Therefore, the failure point can be specified with higher accuracy, leading to early detection of the failure point.

According to the fault location method for feeder circuit according to the fourth aspect, the AC power from the substation is fed to the feeder line, the trolley wire and the feeder line through the substation and the feeder section (post). While supplying electricity from the front and rear of the electric car by rails, install a single-winding transformer that connects the feeder and trolley wire to each post. In the auto-transformer feeding circuit in which the vicinity of the transformer is connected by a suction line, a short-circuit fault between the feeder and the trolley wire can be located.

That is, in the current detection step, the direction and magnitude of the current flowing through the feeder line side of each post are detected in each post, and in the failure detection step, the current detected at the time of the failure in this current detection step. By detecting the section in which the direction is reversed between the adjacent posts, it is detected that there is a short circuit fault between the feeder and the trolley wire, and this inversion section is specified as a short circuit fault section.

Then, in the failure point identification step,
The failure point in the failure section is specified by calculating the current ratio detected in the current detection step in both posts that sandwich the failure section specified in this failure detection step. With this method, similarly to the case of claim 1, the fault location can be located with high accuracy by a simple method.

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an explanatory diagram showing an outline of an AT feeding circuit of an AC electric railway to which a fault point locating device according to an embodiment of the present invention is applied.

As shown in FIG. 1, the AT feeding circuit of the present embodiment has a substation SS, a feeding substation SP, and an auxiliary feeding substation SSP (hereinafter, these are collectively referred to as "post"). ) Is connected by a feeder F, a trolley wire T, and a rail R, and is configured as a feeder circuit that performs so-called vertical tie feeding to an electric vehicle. In other words, it is configured as a circuit for connecting the upper and lower (“up” and “down”) feeder lines F at the feeder section SP to feed electricity. The substation SS includes an AC power supply P that supplies AC power between the feeder line F and the trolley wire T. Both the feeder F and the trolley wire T are rails R
The electric car travels on the rail R while receiving power supply from the trolley wire T.

An autotransformer 1 for connecting a feeder line F and a trolley line T to the upper and lower lines of each post SS, SP, SSP.
1, 12, 21, 22, 31, and 32 are installed respectively, and the neutral point of the winding of each autotransformer and the vicinity of the autotransformer on the rail R are connected by a suction line.

Further, each post is provided with a device connected to a current transformer that constantly measures the magnitude and direction of the current (hereinafter referred to as "feeder current") flowing through the upper and lower feeders, respectively. The data of each feeder current is stored and managed by. Each device can communicate via a so-called substation remote control line, and the aggregated current data can be transmitted via this communication line.

Specifically, the substation SS collects and analyzes the current data acquired at each post,
A master device 1 that locates a failure point is installed. The master device 1 includes a data aggregating unit 2 that aggregates the current data of the substation SS, and a data processing unit 3 that collects the current data of each post and performs the orientation process described below.

The data aggregator 2 is an upstream autotransformer 1.
Connected to the current transformer 13 installed on the feeder line F near 1
The feeder current (13
The size and direction of F) are sampled at a predetermined time interval, and also connected to a current transformer 14 installed on a feeder F near a downwind autotransformer 12 and detected by this current transformer 13. Similar sampling is performed for the generated feeder current (14F). In this embodiment, the sampling time interval is set to a waveform level of 30 degrees or 15 degrees. Then, these feeder currents (13F, 1
The current data of 4F) is stored, aggregated, and transmitted to the data processing unit 3 at a predetermined timing.

Further, a slave device 20 for performing predetermined communication with the master device 1 of the substation SS is installed in the auxiliary feeding section SSP. This slave device 20 has the same function as the data aggregating unit 2 in the master device 1, and has a current transformer 23 installed in the feeder F near the upstream autotransformer 21 and a downstream single transformer. They are connected to current transformers 24 installed on feeders F near the winding transformer 22, respectively. And
The magnitude and direction of the feeder current (1F) detected by the current transformer 23 and the feeder current (2F) detected by the current transformer 24 are respectively sampled in the same manner as above, and these feeder currents (1F, 2F) are sampled. ), The current data is stored and aggregated, and the current data is transmitted in response to a request from the master device 1.

Further, a similar slave device 30 is also installed at the feeder station SP. This slave device 30
Are connected to a current transformer 33 installed on the feeder F near the upstream autotransformer 31 and a current transformer 34 installed on the feeder F near the downstream autotransformer 32, respectively. ing. Then, the feeder current (11F) detected by the current transformer 33,
And the magnitude and direction of the feeder current (12F) detected by the current transformer 34 are respectively sampled in the same manner as above, and the current data of these feeder currents (11F, 12F) are stored and aggregated to obtain the master device. The current data is transmitted in response to the request from 1.

Then, the data processing unit 3 of the master device 1 installed in the substation SS collects and analyzes the current data transmitted from the data aggregating unit 2, the slave devices 20 and 30, and locates the failure point. . The master device 1 also includes a signal generator 4 that transmits a predetermined signal in order to acquire current data at the time of a short circuit failure in each post. That is, in the fault point locating process described later, it is necessary to compare the magnitude and direction of the feeder current of each post with current data at the same time in the vicinity of the time of the fault. Therefore, it is necessary to synchronize the sampling timing of the feeder current in each post and to cause the master device 1 to transmit the current data in the vicinity of the failure time from each post in the case of a short circuit failure.

Therefore, the signal generator 4 transmits a synchronization signal to the data aggregator 2 and the slave devices 20 and 30 at the sampling time intervals described above. Then, when a short circuit / ground fault is detected by a fault detection relay (not shown) (distance relay 44F, etc.), a trigger signal (starting signal) to the data aggregating unit 2 and the slave devices 20 and 30.
To send. These data aggregating unit 2, slave device 2
In 0 and 30, when this trigger signal is received, the current data at a predetermined time before and after the reception time (that is, near the failure time) is transmitted to the master device 1.

The fault detection relay (distance relay 44F
Etc.) is the one that operates when the impedance is calculated from the voltage and current of the AC feeding circuit and the value is within the fault impedance region of the preset AC feeding circuit. Therefore, detailed description thereof will be omitted.

Since the AT feeder circuit of this embodiment is a vertical feeder as described above, for example, the power supplied from the power source P of the substation SS to the feeder F of the up line is the auxiliary feeder section. When it reaches the distribution station SP via the station SSP, it is supplied to the down line as it is, and returns to the substation SS through the auxiliary line distribution station SSP again through this down line. For this reason,
The electric vehicle traveling on the rail R is supplied with electric power from the front and rear (up and down) thereof.

Therefore, as shown in FIG. 2A, for example, when a short-circuit fault occurs between the substation SS and the auxiliary feeding section SSP, the current supplied from the power source P to the feeder F is A path (dotted line arrow in the figure) that flows from the failure point to the trolley wire T and returns to the power supply P, and once passes through the feeder line F of the down line, and then through the feeder section SP to the feeder line F of the up line again. It is supplied and flows from the failure point into the trolley wire T and returns to the power supply P (a chain line arrow in the figure).
That is, in the case of such upper and lower tie feeders, it is apparent that there is also a power source on the feeder substation SP side, and the fault current is the current supplied from the substation SS and the feeder substation. Since the current is supplied from SP, the current can be measured on both the substation SS side and the auxiliary feeding section SSP side.

On the other hand, when the upper and lower tie-ups are not used, the fault current flows only from the side of the substation SS where the power source P is located, as shown in FIG. The current can be measured only on the substation SS side. In this embodiment, focusing on the current flow by such a vertical feeding system, the fault point between the trolley wire T and the feeder F is located.

Next, the orientation method by the fault point orientation device will be described. For ease of understanding, here, a case where a short circuit failure between the electric wire F and the trolley wire T between the substation SS and the auxiliary feeding section SSP in the up line occurs is shown in FIGS. 3 and 4. Description will be given based on the conceptual diagram shown.

First, as a comparative example, a normal case where there is no short circuit failure between the substation SS and the auxiliary feeding section SSP will be described. As shown in FIG. 3, for example, when an electric vehicle is traveling between the substation SS and the auxiliary feeding section SSP, a current indicated by a dotted arrow in the drawing flows.

That is, for example, from the AC power source to the trolley wire T
When the electric current is supplied to the side, the electric current flows from the trolley wire T to the electric vehicle (load) 100 and is branched back and forth on the rail R. One current branched at this time flows to the rear (left side in the figure) of the train, is sucked up by the suction line BW of the substation SS, flows through the autotransformer 11 to the electric wire F side, and returns to the power source P. At this time, in the autotransformer 11, the trolley wire T
Induced current is generated toward the side, and this induced current is also generated by the electric car 1
It flows to 00.

The other branched current flows to the front of the train (on the right side in the figure) and the wicking line B of the auxiliary feeding section SSP.
W is sucked up, flows through the autotransformer 21 to the electric wire F side, and returns to the power source P. At this time, in the autotransformer 21,
An induced current is generated toward the trolley wire T side, and this induced current also flows through the electric vehicle 100. At this time, the feeder current detected by the current transformer 13 of the substation SS is as shown in FIG.
The waveform shown in the upper part of (b) is drawn, while the feeder current detected by the current transformer 23 of the auxiliary feeding section SSP draws the waveform shown in the lower part of FIG. 3 (b).

That is, at each moment, the current transformer 13,
The directions of the feeder currents flowing in the respective 23 are the same as shown in FIG. This is the same when the electric vehicle 100 is not running between the substation SS and the auxiliary feeding section SSP. Next, a case where a short-circuit fault occurs between the substation SS and the auxiliary feeding section SSP will be described.

As shown in FIG. 4, for example, if a short circuit failure occurs between the electric wire F and the trolley wire T at a certain distance from the substation SS, a current indicated by a dotted arrow in the drawing flows.
That is, for example, if a large current flows from the feeder F to the trolley wire T at the short-circuit point, the current loops between the short-circuit point and the power source P on the left side of the short-circuit point as indicated by the dotted line in the figure. . Therefore, the feeder current feeder F
Flowing toward the short circuit point, the current transformer 13 detects the feeder current flowing to the right in the figure. On the other hand, since the feeder circuit of the present embodiment is configured by the upper and lower tie feeding method, the feeder current passing through the upper and lower ties also flows into the failure point from the right side in the figure. It should be noted that, because of the short circuit between the feeder F and the trolley wire T, almost no current flows through the suction wire BW at this time. From this as well, it is clear that there is no ground fault with the rail R.

At this time, the feeder current detected by the current transformer 13 of the substation SS draws a waveform as shown in the upper part of FIG. 4 (b), while the current transformer 23 of the auxiliary feeding substation SSP. The feeder current detected by is shown in Fig. 4 (b).
Draw a waveform as shown in the bottom row.

That is, at each moment, the current transformer 13,
The directions of the feeder currents respectively flowing through the channels 23 are opposite to each other as shown in FIGS. In addition, at this time, the magnitude of the feeder current flowing through each of the current transformers 13 and 23 is such that both spots (substation S
Since it is almost inversely proportional to the distance from S and the auxiliary feeding section SSP), there is a difference in the amplitude of the measured current waveform according to this distance. Therefore, by obtaining the magnitude of this feeder current, the distance from the substation SS to the short-circuit point can be estimated.

As described above, in the section where the short circuit failure between the feeder F and the trolley wire T occurs, the direction of the feeder current is reversed at both spots sandwiching the short circuit section. Therefore, the section in which the short-circuit accident has occurred can be identified by the difference in the direction of the current.
In addition, the magnitude of the feeder current of both spots at the time of short circuit is measured, and the current ratio is calculated to calculate the distance from one spot to the short circuit point (in this case, the distance from the substation SS). You can

Next, the locating process executed in the fault locating apparatus of this embodiment will be described with reference to the flow charts shown in FIGS. First, the processing executed by the master device 1 of the substation SS will be described based on the flowcharts of FIGS. 5 and 6.

That is, as shown in FIG. 5, the master device 1 (data aggregating unit 2) samples the feeder current of the substation SS, which is the installation site, as digital data at each sampling time described above (S11).
0). Note that this current data is sampled as current vector data without being converted into an absolute value.

Then, in order to synchronize sampling with the slave feeding stations SSP and the slave devices 20 and 30 respectively installed in the feeding station SSP and the feeding station SP, the synchronization signal from the above-mentioned signal generator 4 is previously set. It is captured as a time stamp (time information) for each defined cycle. When the current data detected by the current transformer 13 or 14 is sampled,
First, it is determined whether this time stamp is detected (S120).

At this time, when it is determined that the time stamp is not detected (S120: NO), only the sampled current data is stored in the memory of the data aggregating unit 2 (S130). On the other hand, when it is determined that the time stamp is detected (S120: YES), the current data and the time stamp are associated and stored in the memory of the data aggregating unit 2 (S140). By adding the time stamp in this way, the sampling time of the current data acquired for each predetermined cycle can be known. The sampling time of the current data sampled between the time stamps can be determined by calculating the internal clock based on this time stamp.

As will be described later, this time stamp is also transmitted to the slave devices 20 and 30 of the auxiliary feeding section SSP and the feeding section SP, and based on this time stamp, the same time is set in each apparatus. The current data sampled at is specified and can be compared.

Then, it is determined whether or not the failure detection relay in the substation SS detects a failure. This determination is made based on whether or not the trigger signal is input from the signal generator 4 (S150). At this time, if it is determined that no failure is detected (S150: NO), the process returns to S110 to continue sampling the feeder current.

On the other hand, if it is determined in S150 that a failure has been detected (S150: YES), each slave device 2 of the auxiliary feeding section SSP and the feeding section SP
The above-mentioned trigger signal is transmitted in order to acquire the current data at the time of each failure from 0 and 30 (S160). At the same time, in order to prevent the current data at the time of the failure stored in the memory of the data aggregating unit 2 from being overwritten, the storage of the continuously detected current data in the memory is temporarily stopped. (S170).

Then, in order to synchronously acquire the current data of the slave devices 20 and 30, the failure occurrence time detected by the failure detection relay in its own place is determined from the above-mentioned time stamp of the synchronization signal (S180). ), And transmits the time stamp information of the failure occurrence time to each slave device (S190).

Then, from the time stamp of the failure occurrence time, the current data in the range necessary for the determination of the short circuit accident at the site is stored in the sub memory of the data aggregating unit 2 (S20).
0), after the end of the storage, the storage of the stopped current data in the memory is restarted (S210).

Then, in order to locate the fault point, the slave devices 20 and 30 are requested to transmit the data of the current near the fault occurrence point (S220). Then, when current data near the time of failure occurrence is received from each of these slave devices 20 and 30 (S230), the data processing unit 3 collects the current data and the current data read from the sub-memory of the data aggregating unit 2. Yes (S240).

Then, the phase of the current data (direction of the feeder current) obtained at this time is compared for each section, and the fault point locating process is performed (S250). In this orientation process, as shown in the flowchart of FIG. 6, first, the directions of the feeder currents at the time of failure of each post collected as described above are collated and compared.

Then, it is judged whether or not the direction of the feeder current is reversed in the adjacent post section (S32).
0) If it is determined that there is no reversal section of the current (S320: NO), it is determined that there is no short-circuit failure section between the feeder F and the trolley wire T (S330), and the result is displayed or transmitted. After that (S360), a series of processes is ended.

On the other hand, if it is determined in S320 that there is a current reversal section (S320: YES), it is determined that there is a short circuit failure section between the feeder F and the trolley wire T, and the reversal section is defined as a short circuit failure section. The determination is made (S340). Then, the current ratio is obtained from the magnitude of the feeder current in both posts that sandwich the failure section, the distance from one post to the failure point is calculated, and the failure point is specified (S350). Then, the result is displayed or transmitted, etc. (S360), and a series of processing is ended.

Next, based on FIG. 7, each slave device 2
The processing executed by 0 and 30 will be described. The slave devices 20 and 30 sample the feeder currents of the auxiliary feeder section SSP and the feeder section SP, which are the installation locations, as digital data at the above-described sampling times (S410). Note that this current data is sampled as current vector data without being converted into an absolute value.

Then, in order to synchronize sampling with the master device 1 and the other slave device, the synchronization signal transmitted from the signal generator 4 is fetched as the time stamp. That is, when the current data detected by the current transformers 23 and 24 (or the current transformers 33 and 34) is sampled, it is first determined whether or not this time stamp is detected (S420).

At this time, when it is determined that the time stamp is not detected (S420: NO), only the current data is stored in its own memory (S430). On the other hand, when it is determined that the time stamp is detected (S42
0: YES), the current data and the time stamp are associated and stored in the memory (S440).

Subsequently, it is determined whether or not a trigger signal indicating the occurrence of a short circuit fault has been input from the signal generator 4 of the master device 1 (S450). At this time, if it is determined that the trigger signal is not received (S450: NO), S4
Return to 10 to continue sampling the feeder current.

On the other hand, if it is determined in S450 that the trigger signal has been received (S450: YES), in order to prevent the current data at the time of the failure stored in its own memory from being overwritten, it is continued. The storage of the detected current data in the memory is temporarily stopped (S46).
0).

Then, as described above, the master device 1
The time stamp of the failure occurrence time transmitted from the side is received (S470), the current data in the range necessary for the determination of the short circuit accident is stored in the sub memory from the time stamp (S480), and the storage is stopped after the end. The current data stored in the memory is restarted (S490).

Then, it is judged whether or not there is a current data transmission request from the master device 1 (S500), and if it is judged that there is a transmission request (S500: YES),
The current data at the time of the failure stored in the sub memory is transmitted to the master device 1 (S510), and the series of processes is ended.

As described above, according to the fault point locating device of this embodiment, the fault point can be located by detecting only the feeder current (one element) in each post. Therefore, the device / circuit configuration is extremely simple and can be realized at low cost. In addition, it is possible to determine the faulty section by digitally determining the current direction (positive or negative). Therefore, it is not necessary to perform complicated calculation such as vector analysis as in the conventional technique, and the error due to the ground fault resistance value is small. Therefore, there is an advantage that the location of the failure point can be located with high accuracy with a simple configuration.

In the present embodiment, the current transformers 13, 14, 23, 24, 33, 34 installed on the feeder F correspond to the current detecting means, and the data processing section 3 of the master device 1 operates. , Failure detection means and failure point detection means.
Further, the data aggregating unit 2 and the slave devices 20 and 30 of the master device 1 correspond to the storage means.

The embodiments of the present invention have been described above. However, the embodiments of the present invention are not limited to the above-mentioned embodiments and can take various forms within the technical scope of the present invention. Needless to say. For example, in the above embodiment, the master device is installed in the substation SS, and the slave device is installed in each of the feeder section SP and the auxiliary feeder section SSP. It may be configured to be installed on the SP side or the auxiliary feeding section SSP side. In this case, when a short circuit fault is detected by the fault detection relay of any of the posts in which the master device is installed, the trigger signal is transmitted from the master device to another master device.

Further, in the above embodiment, the feeding circuit for performing the up-and-down tie feeding at the feeding station SP has been described. However, the up-and-down feeding is performed at the auxiliary feeding station SSP in the feeding section. The fault point locating device of the present invention can also be applied to a circuit. In addition to the upper and lower tie feeders, if there are feeder circuits that supply AC power from the front and rear of the electric vehicle, such as feeder circuits that perform parallel feeders between substations SS provided on multiple lines, The fault point locating device of the invention can be applied.

In the above embodiment, it is possible to locate a short-circuit failure between the feeder wire F and the trolley wire T. In practice, however, the feeder wire F and the trolley wire and the rail may be located between the feeder wire and the rail. It is necessary to enable the location of ground faults, and the fault location device must function as the entire feeding system.

Therefore, regarding the location of the ground fault between the feeder and the rail, and between the trolley wire and the rail,
As in the prior art, the magnitude and phase of the current flowing through the suction line at each post are detected by a current transformer, and the magnitude and phase of the current at each post are used to detect the current between the feeder and the rail, or the trolley. It is preferable to detect a ground fault between the line and the rail and specify the fault section in which the ground fault has occurred. In this case, the failure point in the failure section can be calculated from the current ratio detected in both posts that sandwich the specified failure section. In this case, the current transformer installed on the suction line corresponds to the second current detecting means.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an AC feeding circuit to which a fault point locating device according to an exemplary embodiment of the present invention is applied.

FIG. 2 is an explanatory diagram of a configuration of an AC feeder circuit (upper and lower tie feeders) according to an embodiment.

FIG. 3 is an explanatory diagram showing a fault point locating method by the fault point locating device of the embodiment and showing a case where the feeder circuit is normal.

FIG. 4 is an explanatory view showing a fault point locating method by the fault point locating device of the embodiment and showing a case where a short circuit fault occurs in the feeder circuit.

FIG. 5 is a flowchart showing an operation of the master device regarding a fault point locating process by the fault point locating device of the embodiment.

FIG. 6 is a flowchart showing the operation of the master device regarding the fault point locating process by the fault point locating device of the embodiment.

FIG. 7 is a flowchart showing an operation of a slave device regarding a fault point locating process by the fault point locating device of the embodiment.

[Explanation of symbols]

SS: Substation, SP: Feeding station, SSP
・ ・ ・ Auxiliary feeder section, F ・ ・ ・ feeder, R ・ ・ ・ rail, T ・ ・ ・ trolley wire, P ・ ・ ・ AC power supply, 1 ・
..Master device, 2 ... Data aggregating unit, 3 ...
Data processing unit, 4 ... Signal generating unit, 11, 12, 2
1, 22, 31, 32 ... Autotransformer, 13, 14,
23, 24, 33, 34 ... Current transformers, 20, 30 ...
・ Slave device

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Hiroshi Konishi             1-4, Mei Station, Nakamura-ku, Nagoya City, Aichi Prefecture               Tokai Passenger Railway Co., Ltd. (72) Inventor Toshiaki Miyazawa             2-9-9 Kitasato, Sagamihara-shi, Kanagawa Showa             Electronic Industry Co., Ltd. (72) Inventor Yutaka Kikuchihara             2-9-9 Kitasato, Sagamihara-shi, Kanagawa Showa             Electronic Industry Co., Ltd. F term (reference) 2G033 AA04 AB01 AC02 AC04 AD14                       AD18 AD21 AF01 AF03

Claims (4)

[Claims] 1. AC power from the substation is supplied from the front and the rear of the electric vehicle by a feeder, a trolley wire, and a rail through a substation and a feeder section (collectively referred to as "posts"). In addition, an autotransformer that connects the feeder and the trolley wire is installed for each of the posts, and the neutral point of the winding of each autotransformer and the vicinity of the autotransformer of the rail. In the autotransformer feeder circuit configured by respectively connecting with the suction line, in the feeder circuit fault point locating device for locating a short circuit fault between the feeder wire and the trolley wire, The direction and magnitude of the current flowing on the feeder side of each post are detected in each of the posts, and the direction of the current detected at the time of failure of the current detection means is reversed between the adjacent posts. By extracting the section And a trolley wire, which detects a short-circuit fault between the trolley wire and the trolley wire, and a failure detection unit that specifies the inversion section as a short-circuit failure section and both posts that sandwich the short-circuit failure section specified by the failure detection unit. A fault point locating device for feeder circuit, comprising: a fault point specifying unit that calculates and specifies a fault point in the short-circuit fault section from the current ratio of both currents simultaneously detected by the current detection unit. 2. The fault location device for feeder circuit according to claim 1, further comprising storage means for storing the direction and magnitude of the current detected by the current detection means at predetermined time intervals, The failure detection means, using the storage information of the storage means at the time of occurrence of the short-circuit failure, to detect that there is a short-circuit failure between the feeder and the trolley wire,
The failure section in which the short-circuit failure has occurred is specified, and the failure point identification means uses the stored information of the storage means at the time of occurrence of the short-circuit failure detected by the failure detection means to identify the failure point from the current ratio. A fault point locating device for feeding circuits, characterized by being calculated and specified. 3. The fault point locating device for a feeder circuit according to claim 1 or 2, further comprising: a second detecting the magnitude and phase of a current flowing through the suction line in each of the posts. Current detection means, the failure detection means, between the feeder and the rail, or the trolley wire and the above, from the magnitude and phase of the current in each of the posts detected by the second current detection means. It detects that there is a ground fault between the rail and
The ground fault section is specified, and the failure point specifying unit determines, based on the current ratio of both currents simultaneously detected by the second current detection unit, in both posts that sandwich the ground fault section detected by the failure detection unit. A fault point locating device for feeder circuit, which calculates and identifies a fault point in the ground fault fault section. 4. AC power from the substation is supplied from the front and the rear of the electric vehicle by a feeder line, a trolley wire and a rail via a substation and a feeder section (collectively referred to as “post”). In addition, an autotransformer that connects the feeder and the trolley wire is installed for each of the posts, and the neutral point of the winding of each autotransformer and the vicinity of the autotransformer of the rail. In the autotransformer feeder circuit configured by respectively connecting with a suction line, a feeder circuit fault point locating method for locating a short-circuit fault between the feeder wire and the trolley wire, The direction and magnitude of the current flowing through the feeder line of each post are detected in each of the posts, and the direction of the current detected at the time of failure in the current detection step is the same between adjacent posts. By extracting the inverted section A failure detection step of detecting a short-circuit failure between the feeder and the trolley wire and specifying the reversal section as a short-circuit failure section; and a step of sandwiching the short-circuit failure section specified in the failure detection step. In the post, there is a fault point identifying step of calculating and identifying a fault point in the short-circuit fault section from the current ratio of both currents simultaneously detected in the current detecting step, and a fault point for feeder circuit. Orientation method.