Lightning arrester monitoring device and railway vehicle equipped with same

Abstract

The present invention comprises: a galvanometer (21) for measuring values of electric current that flows from a lightning arrester (16) of a railway vehicle to a vehicle body (19) of the railway vehicle in an electric circuit (18) between the lightning arrester (16) and the vehicle body (19); a data storage instrument (22) for recording, as history data in a time series, the electric current values measured by the galvanometer (21); and a controller (23) for determining, from a time-series change of the history data recorded in the data storage instrument (22), that, when the average value of the electric current values in a specific unit time has exceeded a specific degradation threshold value, the lightning arrester (16) has degraded, and for outputting a specific degradation signal. Accordingly, degradation of the lightning arrester (16) provided to the railway vehicle is monitored.

Description

[Technical field]

[0001] The present disclosure relates to a lightning arrester monitoring device and a railway vehicle equipped with the same. [Background technology]

[0002] Conventionally, railway vehicles are equipped with lightning arresters that allow large currents from the overhead lines to escape from the car body to the rails, preventing them from flowing into the main circuit. When a large current flows through the electrical circuit, the built-in resistance of the lightning arrester temporarily drops, allowing the large current to escape to the car body. Large currents are generated by lightning or surges that occur when the pantograph moves up and down. The lightning arresters protect the equipment connected to the main circuit from the large current. Lightning arresters are normally replaced at a specified interval.

[0003] Prior art related to this type of lightning arrester includes a leakage current detection device for a lightning arrester installed in a substation or the like (see, for example, Patent Document 1). This lightning arrester leakage current detection device has a total leakage current measurement unit and a total leakage current storage unit. It also has a high-order harmonic elimination unit for the total leakage current, a total leakage current waveform adjustment unit, a total leakage current difference detection unit, and a resistive current detection unit for the total leakage current, and obtains the resistive current of the lightning arrester and detects deterioration of the lightning arrester early based on the obtained resistive current. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent No. 6616193 Summary of the Invention [Problem to be solved by the invention]

[0005] As described above, the lightning arresters installed in railway vehicles allow large currents to escape to the car body so that they do not flow into the main circuit. However, lightning arresters can deteriorate more than expected even within a specified period. When a lightning arrester deteriorates, the leakage current flowing from the lightning arrester to the car body increases, and the amount of power transmitted to the main circuit decreases.

[0006] The above-mentioned prior art relates to a lightning arrester installed in a substation or the like, and monitors the deterioration of the lightning arrester by measuring the total leakage current of the lightning arrester at a predetermined time. Therefore, it cannot be applied to the deterioration monitoring of lightning arresters installed in railway vehicles that operate at different times depending on operation schedules, etc.

[0007] Therefore, one aspect of the present disclosure aims to provide a lightning arrester monitoring device that can monitor the deterioration of a lightning arrester installed in a railway vehicle from the current value flowing from the lightning arrester to the car body, and a railway vehicle equipped with the same. [Means for solving the problem]

[0008] In order to achieve the above-mentioned objective, a lightning arrester monitoring device according to one embodiment of the present disclosure comprises a galvanometer that measures the value of current flowing from the lightning arrester of a railway vehicle to the carbody grounding section in an electrical circuit between the lightning arrester and the carbody of the railway vehicle, a data storage device that records the current value measured by the galvanometer in chronological order as historical data, and a controller that determines that the lightning arrester has deteriorated when the average current value over a predetermined unit time exceeds a predetermined deterioration threshold based on the time-series changes in the historical data recorded in the data storage device, and outputs a predetermined deterioration signal. Effect of the Invention

[0009] According to one aspect of the present disclosure, it is possible to provide a lightning arrester monitoring device that can monitor deterioration of a lightning arrester installed in a railway vehicle based on the current value flowing from the lightning arrester to the car body. [Brief description of the drawings]

[0010] [Figure 1]FIG. 1 is a side view that illustrates a schematic diagram of a railway vehicle according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 is an overall view of the lightning arrester monitoring device provided in the railway vehicle shown in FIG. [Diagram 3] FIG. 3 is a block diagram including a configuration of the arrester monitoring device shown in FIG. [Figure 4] Figure 4 is a graph showing the changes in current and voltage when the current flowing from the lightning arrester to the vehicle body, as measured by the ammeter of the lightning arrester monitoring device shown in Figure 3, is normal, and the changes in current and voltage when the lightning arrester fails. [Diagram 5] FIG. 5 is a graph showing a first measurement example of the current value measured by the galvanometer shown in FIG. 3 in a time series manner. [Figure 6] FIG. 6 is a graph showing a second measurement example of the current value measured by the galvanometer shown in FIG. 3 in a time series manner. [Figure 7] FIG. 7 is a graph showing the current values ​​of the second measurement example shown in FIG. 6 as average values ​​per unit time. [Figure 8] FIG. 8 is a graph showing an example in which the deterioration level of a lightning arrester is divided according to a plurality of deterioration thresholds. [Figure 9] FIG. 9 is a graph showing an example of setting a plurality of deterioration levels based on the current value from the changes in current and voltage shown in FIG. [Figure 10] FIG. 10 is a first flowchart showing the operation of the lightning arrester monitoring device when a railway vehicle is in operation. [Figure 11] FIG. 11 is a second flowchart showing the operation of the lightning arrester monitoring device when power is turned on for the railway vehicle. [Figure 12] FIG. 12 is a third flowchart showing the operation of the lightning arrester monitoring device when the power supply to the railway vehicle is stopped. [Figure 13] FIG. 13 is a diagram showing an example of a "warning" display on the monitor screen shown in FIG. 10 and FIG. [Figure 14] FIG. 14 is a diagram showing an example of a "failure" display on the monitor screen shown in FIG. 10 and FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] An embodiment of the present disclosure will be described below. The following embodiment is an example, and will be described using a high-speed rail car that travels at a relatively high speed. The concept of the front-rear direction in this specification and claims is the same as the concept of the direction of travel when the rail car 10 is viewed from the side as shown in FIG.

[0012] (Railway vehicle configuration) FIG. 1 is a side view that shows a schematic diagram of a railway vehicle 10 according to an embodiment. The railway vehicle 10 of this embodiment shows an example of an eight-car train. The railway vehicle 10 is a train formed by coupling a plurality of cars 1 to 8 together. In the railway vehicle 10 of this example, a pantograph 11 is provided on the roof of car 3 and car 6. The pantograph 11 is in contact with an overhead line 100 with a constant pressure. The railway vehicle 10 runs on rails 110 with wheels 12. Note that, in this embodiment, an eight-car railway vehicle 10 is shown as an example, but the number of cars and the arrangement of the pantographs and the like are not limited to this example.

[0013] (Configuration of lightning arrester monitoring device) Fig. 2 is an overall view of the lightning arrester monitoring device 20 provided in the railway vehicle 10 shown in Fig. 1. Fig. 3 is a block diagram including the configuration of the lightning arrester monitoring device 20 shown in Fig. 2.

[0014] As shown in FIG. 2, in this embodiment, a large current flowing from an overhead line 100 to a power supply line 13 via a pantograph 11 is transformed into a small current by a current transformer (CT) 14. A circuit breaker (e.g., a vacuum circuit breaker (VCB)) 15 that cuts off between the current transformer 14 and a main circuit 40 is provided downstream of the current transformer 14. An arrester 16 that passes a temporary large current such as a lightning or surge current to a car body 19 is provided between the circuit breaker 15 and the main circuit 40. The car body 19 is configured to release the current to a rail 110. A main circuit 40 is provided downstream of the arrester 16 via a main circuit electric circuit 17. According to the railway vehicle 10 of this embodiment, a current from the pantograph 11 flows through the current transformer 14 and the circuit breaker 15 to the arrester 16 and the main circuit 40. When the voltage value of the current flowing from the circuit breaker 15 to the main circuit 40 exceeds a threshold value, the lightning arrester 16 protects the main circuit 40 by dissipating the current from the car body 19 to the rails 110 via the electric circuit 18. The current transformer 14, the circuit breaker 15 and the lightning arrester 16 can be any that are suitable for the railway vehicle 10.

[0015] The railway vehicle 10 of this embodiment is provided with a lightning arrester monitoring device 20 having a galvanometer 21 in the electric circuit 18 between the lightning arrester 16 and the car body 19. The galvanometer 21 measures the value of a current flowing from the lightning arrester 16 to the car body 19 through the electric circuit 18. The galvanometer 21 may be, for example, a moving coil type. The current flowing through the electric circuit 18 includes a leakage current flowing from the lightning arrester 16 to the car body 19, a temporary large current due to lightning, and a surge current flowing when the pantograph 11 is connected. The galvanometer 21 is electrically connected to a data storage device 22 of the lightning arrester monitoring device 20. The current values ​​measured by the galvanometer 21 are recorded in the data storage device 22 in chronological order. The data storage device 22 may be configured integrally with the controller 23. The data storage device 22 may be a device incorporating a recording medium such as a flash memory or a hard disk for recording the current values ​​measured by the galvanometer 21.

[0016] As shown in Fig. 3, the lightning arrester monitoring device 20 uses a galvanometer 21 to measure the current flowing from the lightning arrester 16 to the car body 19 through an electric circuit 18. The current value measured by the galvanometer 21 is sent to a data memory 22 and stored in chronological order. The data memory 22 is electrically connected to a controller 23. The controller 23 includes a determiner 24, and based on the determination result of the determiner 24, as described below, a circuit breaker opening signal is output from a first output circuit 25 to a control circuit 27 of the railway vehicle 10. Also, based on the determination result of the determiner 24, a pantograph lift prohibition signal is output from a second output circuit 26 to the control circuit 27 of the railway vehicle 10.

[0017] The controller 23 has a determiner 24 including a processor, a volatile memory, a nonvolatile memory, etc., an I / O interface, etc. The signal input of the current value recorded in the data storage 22, the signal output from the first output circuit 25, the signal output from the second output circuit 26, and the signal output from the determiner 24 to the display 30 are realized by the I / O interface. The determiner 24 is realized by the processor performing arithmetic processing using the volatile memory based on a program stored in the nonvolatile memory.

[0018] In this embodiment, as described later, a control signal to open the circuit breaker 15 or to prohibit the pantograph 11 from rising is output to the control circuit 27 of the railway vehicle 10 based on the determination result by the determiner 24, and a predetermined deterioration signal is output to a display 30 such as a vehicle monitor and an alert is issued based on the determination result by the determiner 24, as described later.

[0019] (Example of current and voltage changes in a lightning arrester) Fig. 4 is a graph showing the change in current and voltage when the current value flowing from the lightning arrester 16 to the car body 19, measured by the galvanometer 21 of the lightning arrester monitoring device 20 shown in Fig. 3, is normal, and the change in current and voltage when the lightning arrester 16 fails. Fig. 4 is a conceptual diagram, showing both the change in voltage and current flowing from the lightning arrester 16 to the car body 19 when the lightning arrester 16 is normal and when the lightning arrester 16 fails. In Fig. 4, the horizontal axis shows the current [A], and the vertical axis shows the voltage [V].

[0020] The lightning arrester 16 has a small leakage current even in a normal state. The leakage current I1 of the lightning arrester 16 increases little by little until it reaches the operation start voltage Vm, at which point a large amount of current flows from the lightning arrester 16 to the car body 19, causing the current value to increase significantly. The current value at the operation start voltage Vm is the operation start current Im. Thus, the lightning arrester 16 has a leakage current I1 even in a normal state, and this leakage current I1 is small up to the operation start current Im, but increases significantly once it exceeds the operation start current Im.

[0021] On the other hand, when the lightning arrester 16 fails, the leakage current I2 of the lightning arrester 16 increases proportionally with an increase in voltage. This leakage current I2 increases linearly up to the leakage current value In when the operation start voltage Vm is reached. Therefore, when the lightning arrester 16 fails, the leakage current Ia in normal operation becomes the leakage current Ib in failure and becomes very large, and power is not transmitted sufficiently to the main circuit 40.

[0022] (Example of change in current value flowing through an electrical circuit) FIG. 5 is a graph showing a first measurement example of the current value measured by the galvanometer 21 shown in FIG. 3 in a time series. In FIG. 5, the horizontal axis shows time [t] and the vertical axis shows current [A]. FIG. 6 is a graph showing a second measurement example of the current value measured by the galvanometer 21 shown in FIG. 3 in a time series. In FIG. 6, the horizontal axis shows time [t] and the vertical axis shows leakage current [A]. FIG. 7 is a graph showing the current value of the second measurement example shown in FIG. 6 as an average value per unit time. In FIG. 7, the horizontal axis shows time [t] and the vertical axis shows leakage current average value I [A].

[0023] The first measurement example shown in FIG. 5 shows a schematic example of a case where a large current caused by lightning or a surge current caused when a pantograph rises flows to the car body 19 through the lightning arrester 16. An overcurrent threshold Is is set in advance for the large current flowing from the lightning arrester 16 to the car body 19, and is stored in the controller 23. The overcurrent threshold Is is set to a value of an overcurrent that is greater than the operation start current Im of the lightning arrester 16 and affects the life of the lightning arrester 16. In the example shown in FIG. 5, a current value change pattern in which the current value measured by the ammeter 21 exceeds a predetermined overcurrent threshold Is and then falls below the overcurrent threshold Is is recorded three times (Is1, Is2, Is3). The controller 23 determines whether the number of occurrences of such a current value change pattern in which the current value falls below the overcurrent threshold Is after exceeding the overcurrent threshold Is exceeds a predetermined number of times. If the number of occurrences exceeds the predetermined number of times as a result of the determination, the lightning arrester 16 is determined to have deteriorated. The predetermined number of times can be determined based on, for example, the size of the lightning arrester 16.

[0024] The second measurement example shown in FIG. 6 shows a schematic example of an increase in leakage current I1 flowing through the lightning arrester 16 to the car body 19 due to aged deterioration of the lightning arrester 16. A small leakage current I1 flows from the lightning arrester 16 to the car body 19. This leakage current I1 gradually increases due to deterioration of the lightning arrester 16, etc. The example in FIG. 6 shows an example in which the leakage current I1 flowing from the lightning arrester 16 to the car body 19 changes and increases over time due to the operation of the railway vehicle 10. Such a time-series change in leakage current I1 can be expressed as, for example, an average value Ix per predetermined time from leakage current I1(x1) at time x1 to leakage current I1(x2) at time x2.

[0025] Then, as shown in Fig. 7, the average value Ix per predetermined time of the leakage current I1 shown in the graph of Fig. 6 can be set as the leakage current average value Ix(x2) on the time axis x2. When the average value Ix(x2) of the leakage current shown in Fig. 7 exceeds a predetermined deterioration threshold, it can be determined that the lightning arrester 16 is in a deteriorated state.

[0026] Furthermore, as shown in Figure 7, by setting the average value Ix per specified time in Figure 6 to the value of time x2 at the end of the specified time, the next time the power to the lightning arrester monitoring device 20 is turned on, it is possible to determine whether the lightning arrester 16 has deteriorated based on the average value Ix of the leakage current I1 just before the power to the lightning arrester monitoring device 20 is turned off.

[0027] (An example of dividing into multiple deterioration levels) FIG. 8 is a graph showing an example of dividing the deterioration level of the lightning arrester 16 by a plurality of deterioration thresholds. In FIG. 8, the horizontal axis shows time [t], and the vertical axis shows leakage current [A]. FIG. 8 is a diagram in the case where the voltage that changes during the operation of the railcar 10 is constant. The leakage current I1 of the lightning arrester 16 increases as the lightning arrester 16 deteriorates over time. When the leakage current I1 that increases in accordance with the deterioration of the lightning arrester 16 exceeds the first deterioration threshold D1 from the normal level E1, it is determined that the first deterioration level E2 has been reached. When the leakage current I1 exceeds the second deterioration threshold D2 from the first deterioration level E2, it is determined that the second deterioration level E3 has been reached. In this embodiment, when the first deterioration level E2 is reached, a "warning" is issued, and when the second deterioration level E3 is reached, a "fault" is issued. Note that the illustrated leakage current I1 is a conceptual example of the leakage current I1 that increases in accordance with the deterioration of the lightning arrester 16 when the voltage is constant. Since the leakage current I1 is not uniform depending on various conditions (e.g., voltage change, the usage time of the lightning arrester, etc.), the slope, change, etc. of the leakage current I1 are not limited to the example shown in the figure.

[0028] (A specific example of dividing into multiple deterioration levels) Fig. 9 is a graph showing an example of setting multiple deterioration levels based on the current value from the changes in current and voltage shown in Fig. 4. In Fig. 9, the horizontal axis shows the current [A] and the vertical axis shows the voltage value [V]. Fig. 9 enlarges a part of Fig. 4 to exaggerate the part where the deterioration level is set. In this example, multiple deterioration levels of the lightning arrester 16 are set according to the value of the leakage current within the overhead line voltage range.

[0029] As described above, the leakage current I1 when the surge arrester 16 is in a normal state increases gradually with an increase in voltage, and when the operation start voltage Vm is reached, the leakage current I1 increases significantly from the operation start current Im. In FIG. 9, the first level judgment line I1 is a straight line approximating the line showing the change in the leakage current I1 until it reaches the operation start voltage Vm and the operation start current Im. 10 Then, the first level judgment line I 10 is moved in parallel to the intersection O1 of the operation start voltage Vm and the operation start current Im. 10 The current value at the first level judgment line I 10 The current value of the first level determination line I is the first deterioration threshold D1, and a value exceeding the first deterioration threshold D1 is the first deterioration level E2. 10 is, for example, a leakage current I1 in a normal state approximated by a straight line and shifted to an operation start current Im where the current value is high, and the current value of the first deterioration threshold D1 is a current value slightly exceeding the leakage current I1 in a normal state. The first deterioration threshold D1 is configured so that the current value increases with an increase in voltage. The rate of increase of the first deterioration threshold D1 with an increase in voltage is the same as that of the leakage current I1 in a normal state.

[0030] In addition, in FIG. 9, a second level judgment line I 20 As the lower limit of the overhead line voltage range and the first level judgment line I 10 The line connecting the intersection O2 of the arrester continuous operating voltage Vn and the operation start current Im and the intersection O3 of the arrester continuous operating voltage Vn and the operation start current Im is called the second level judgment line I 20 The overhead line voltage range is the range of the overhead line voltage that changes when the railway vehicle 10 is in operation. The lightning arrester continuous use voltage Vn is the voltage (JIS E 5010) that can be continuously applied between both terminals of the lightning arrester 16, and is set according to the lightning arrester 16.

[0031] Second level judgment line I 20The current value at this point is the second deterioration threshold D2, and a value exceeding this second deterioration threshold D2 is the second deterioration level E3. The second deterioration threshold D2 is set so that the current value increases with an increase in voltage. In this example, the rate of increase of the second deterioration threshold associated with an increase in voltage is greater than the rate of increase of the first deterioration threshold associated with an increase in voltage. In FIG. 9, the second deterioration threshold D2 at the lower limit of the overhead line voltage range is set to the first level judgment line I 10 The current value at the intersection O2 of the lower limit of the overhead line voltage range and the second level judgment line I 20 may intersect with the lower limit of the overhead line voltage range at a current value smaller or larger than that of the intersection O2.

[0032] In this embodiment, in the lightning arrester monitoring device 20, the leakage current value measured by the galvanometer 21 is equal to or greater than the first level judgment line I 10 Whether the first deterioration threshold D1 is exceeded or not, and the first level judgment line I 10 The first deterioration threshold is exceeded and the second level judgment line I 20 and whether the second deterioration threshold D2 is exceeded. These determinations are made within the overhead line voltage range. In this embodiment, based on the result of this determination, "no alarm is issued", "a warning is issued", or "a fault is issued".

[0033] If the time series change in the leakage current measured by the galvanometer 21 indicates that the current value is at a normal level E1 that is smaller than the first deterioration threshold D1, it is determined that the leakage current is within the normal range of I1 and "no alarm is issued."

[0034] Based on the time series change of the leakage current measured by the galvanometer 21, when the current value is at the first deterioration level E2, which is in the range greater than the first deterioration threshold D1 and less than the second deterioration threshold D2, the leakage current I1 has increased slightly, so a "warning" is issued.

[0035] When the leakage current measured by the galvanometer 21 is at a second deterioration level E3, which is greater than the second deterioration threshold D2 based on the time series change of the leakage current, the leakage current I1 exceeds a predetermined range, and thus a "fault" is issued. Note that in the example shown in FIG. 9, the level goes from the normal level E1 of "no alarm" to the second deterioration level E3 of "fault" at the lower limit of the overhead line voltage range, but as described above, the second level judgment line I 20 The intersection point between and the lower limit of the overhead line voltage range is the first level judgment line I 10 The second level determination line I may be set to a current value greater than the intersection point O2 between the lower limit of the overhead line voltage range and the first deterioration level E2 at which the "warning" is issued even at the lower limit of the overhead line voltage range. 20 If the intersection point between this and the lower limit of the overhead line voltage range is set to a current value smaller than intersection point O2, it is possible to have a smaller leakage current trigger the "fault alarm."

[0036] In this way, the deterioration state of the lightning arrester 16 is divided into a plurality of deterioration levels according to the magnitude of the leakage current I1. By dividing the deterioration levels, it is possible to make the deterioration signal different according to the deterioration level. By making the deterioration signal different according to the deterioration level of the lightning arrester 16, it is possible to proceed with replacement work of the lightning arrester 16 in a planned manner.

[0037] In this embodiment, an example has been described in which the first deterioration threshold D1 and the second deterioration threshold D2 are set to determine the deterioration level in two stages, namely, "no alarm", "warning", and "failure", but the deterioration level may be determined to be "no alarm" and "failure". Also, more deterioration levels may be set.

[0038] (Flowchart for railway vehicle operation) 10 is a first flowchart showing the operation of the lightning arrester monitoring device 20 when the railway vehicle 10 is in operation. Note that the following description will be given using the component reference numerals shown in FIG.

[0039] After the start, it is determined whether the current flowing through the current transformer 14 is an overcurrent (S1). If the current flowing through the current transformer 14 is an overcurrent, the circuit breaker 15 is opened (S6), and the process ends. If the current flowing through the current transformer 14 is not an overcurrent, it is determined whether the lightning arrester 16 is in a sound state (S2). If the lightning arrester 16 is in a sound state, the process ends. If the determination (S2) determines that the lightning arrester 16 is not in a sound state, it is determined whether the lightning arrester 16 is in a warning state (S3). This determination can be made based on an example of setting a plurality of deterioration levels as shown in FIG. 8. If the lightning arrester 16 is in a warning state, a display signal of "warning" is output to the display 30 (S4). Thereafter, it is determined whether a circuit breaker opening command has been issued (S5). If the circuit breaker opening command has not been issued, the process ends. If the circuit breaker opening command has been issued, the circuit breaker 15 is opened (S6), and the process ends. If the above determination (S3) indicates that the arrester 16 is not in an alarm state, a "fault" display signal is output to the display 30 (S7). If the arrester 16 is faulty, the circuit breaker 15 is opened (S6) and the process ends.

[0040] (Flowchart for starting up the power supply for railway vehicles) Fig. 11 is a second flowchart showing the operation of the lightning arrester monitoring device 20 when power is turned on for the railway vehicle 10. In this flowchart, the flow for the railway vehicle 10 is shown on the left, and the flow for the lightning arrester monitoring device 20 is shown on the right. Note that the following explanation will also use the reference numerals of the components shown in Fig. 3.

[0041] After the start, when the control power supply of the railway vehicle 10 is turned on (S10), the power supply of the lightning arrester monitoring device 20 is turned on (S11). As a result, the lightning arrester monitoring device 20 judges whether the lightning arrester 16 is in a sound state or not (S12). If it is judged that the lightning arrester 16 is in a sound state, permission to raise the pantograph is issued (S13). As a result, the pantograph 11 is permitted to rise for the lightning arrester 16. Then, the pantograph 11 is pressed against the overhead line, and permission to close the circuit breaker is issued (S14). After that, it is judged whether the current entering the current transformer 14 is not an overcurrent or not (S15). If the current entering the current transformer 14 is not an overcurrent, the process ends. If the current entering the current transformer 14 is an overcurrent, the circuit breaker 15 is opened (S20), and the process ends. After the circuit breaker 15 is opened, the circuit breaker 15 is in a closing prohibited state, and the circuit breaker 15 will not be closed even if a closing operation of the circuit breaker 15 is performed by mistake.

[0042] On the other hand, if the above judgment (S12) determines that the lightning arrester 16 is not healthy, it is judged whether the lightning arrester 16 is in a warning state (S16). If this judgment determines that the lightning arrester 16 is in a warning state, a "warning" signal is output to the display 30 (S17). Also, it is judged whether immediate replacement of the lightning arrester 16 is possible (S18). If immediate replacement is not possible, as described above, permission to raise the pantograph (S13) and permission to close the circuit breaker 15 are issued (S14). Then, it is judged whether the current entering the current transformer 14 is not an overcurrent (S15). If the current entering the current transformer 14 is not an overcurrent, the process ends. If the current entering the current transformer 14 is an overcurrent, the circuit breaker 15 is opened (S20) and the process ends. After the circuit breaker 15 is opened, the circuit breaker 15 is prohibited from closing, and the circuit breaker 15 will not be closed even if the circuit breaker 15 is closed by mistake.

[0043] If the above judgment (S18) determines that immediate replacement is possible, a signal to prohibit the pantograph from rising is output (S19), the circuit breaker 15 is opened (S20), and the process ends. The signal to prohibit the pantograph from rising includes a signal to not connect the pantograph rise control circuit included in the control circuit 27 of the railway vehicle 10. Furthermore, the opening of the circuit breaker 15 includes a signal to interrupt the circuit breaker closing control circuit included in the control circuit 27 of the railway vehicle 10. After the signal to prohibit the pantograph from rising is output, the pantograph 11 will not rise even if an operation to raise the pantograph 11 is performed by mistake. Furthermore, after the circuit breaker 15 is opened, the circuit breaker 15 is in a state in which closing is prohibited, and the circuit breaker 15 will not be closed even if an operation to close the circuit breaker 15 is performed by mistake.

[0044] Furthermore, if it is determined in the above determination (S16) that the lightning arrester 16 is not in a warning state, a "fault" signal is output to the display 30 (S21). Then, a signal prohibiting the pantograph from rising is output (S19), the circuit breaker 15 is opened (S20), and the process ends. After the signal prohibiting the pantograph from rising is output, the pantograph 11 will not rise even if an operation to raise the pantograph 11 is performed by mistake. Furthermore, after the circuit breaker 15 is opened, the circuit breaker 15 is in a closing prohibited state, and the circuit breaker 15 will not be closed even if an operation to close the circuit breaker 15 is performed by mistake.

[0045] In this way, when the power supply to the railway vehicle 10 is started, the lightning arrester monitoring device 20 determines whether the lightning arrester 16 has deteriorated, and if the lightning arrester 16 has deteriorated, a "warning" or "fault" is issued, enabling the lightning arrester 16 to be replaced early.

[0046] (Flowchart for when the power supply to a railway vehicle is cut off) 12 is a third flowchart showing the operation of the lightning arrester monitoring device 20 when power is stopped for the railway vehicle 10. In the third flowchart, the flow for the railway vehicle 10 is also shown on the left, and the flow for the lightning arrester monitoring device 20 is shown on the right.

[0047] When the power supply to the railway vehicle 10 is cut off, an opening command is issued to the circuit breaker 15 by starting (S30). This signal also causes the lightning arrester monitoring device 20 to perform a lightning arrester status record (S31) in which the state of the lightning arrester 16 before the power supply was cut off is recorded. For example, as shown in FIG. 7, this lightning arrester status record can record the average value Ix per predetermined time from time x1 to time x2 as the leakage current average value Ix(x2) at the time of power supply cut off. Thereafter, the lightning arrester monitoring device 20 is powered off (S32). Furthermore, a lowering command is issued to the pantograph 11 of the railway vehicle 10 (S33), the control power supply is turned off (S34), and the operation ends.

[0048] By recording the lightning arrester status record by the lightning arrester monitoring device 20 when the power supply to the railway vehicle 10 is cut off as the leakage current at time x2 when the power supply is cut off, the judgment (S12) shown in Figure 11 can be made based on the final average leakage current value Ix(x2) when the power supply to the lightning arrester 16 is cut off when the power supply to the railway vehicle 10 is cut off.

[0049] Furthermore, the deterioration state of the lightning arrester 16 may be determined and an alert issued when the power supply to the lightning arrester monitoring device 20 is stopped. An alert is issued when the railway vehicle 10 has finished operating, and if the alert indicates that the lightning arrester 16 needs to be replaced, the lightning arrester 16 can be replaced before the next operation begins. If an alert is issued before the railway vehicle 10 starts operating, the alert allows the state of the lightning arrester 16 to be checked before the operation begins. The alert may be, for example, a display such as "The lightning arrester has deteriorated. Please replace it at the next vehicle inspection" or "The lightning arrester has broken down. Please replace the lightning arrester." Light may also be used to issue an alert.

[0050] (Example of an alarm issued by a lightning arrester monitoring device) Fig. 13 is a diagram showing an example of a "Warning" display on the monitor screen shown in Fig. 10 and Fig. 11. Fig. 14 is a diagram showing an example of a "Fault" display on the monitor screen shown in Fig. 10 and Fig. 11. This embodiment is an example in which the deterioration state of the lightning arrester 16 is notified by a monitor display.

[0051] As shown in Fig. 13, when a "warning" display 31 is displayed on the display 30 in the "warning" display (S4) in Fig. 10 and the "warning" display (S17) in Fig. 11, for example, "Lightning arrester: warning: car number ##" can be displayed on the display 30 visible from the driver's seat of the railway vehicle 10 to show which car's lightning arrester 16 has deteriorated. This display can be, for example, displayed in yellow to call attention.

[0052] Furthermore, as shown in Fig. 14, when a "fault" display 32 is displayed on the display 30 in the "fault" display (S7) in Fig. 10 and the "fault" display (S21) in Fig. 11, for example, "Lightning arrester: fault: Car No. ##" can be displayed on the display 30 that can be seen from the driver's seat of the railway vehicle 10 to show which car's lightning arrester 16 is faulty. This display can be made in red, for example, to draw more attention.

[0053] In this embodiment, the alert is issued using a display 30 such as a vehicle monitor, but the alert can also be issued by voice, a warning light, etc. The alert method can also be a combination of these and is not limited to this embodiment.

[0054] It should be noted that an alert is issued when the railway vehicle 10 has finished operating, and if the alert indicates that the lightning arrester 16 needs to be replaced, the lightning arrester 16 can be replaced before the next operation begins. If an alert is issued before the railway vehicle 10 starts operating, the alert allows the status of the lightning arrester 16 to be checked before the operation begins. The alert can be, for example, a message such as "The lightning arrester has deteriorated. Please replace it at the next vehicle inspection" or "The lightning arrester has broken down. Please replace the lightning arrester."

[0055] (Other variations) In the above embodiment, the railcar 10 is described as an eight-car train, but the number of cars in the railcar 10, the number of pantographs 11, and the like are not limited to those in the above embodiment.

[0056] In addition, the configurations and combinations of the above-described embodiments are merely examples, and additions, omissions, substitutions, and other modifications of the configurations are possible as appropriate without departing from the spirit of the present disclosure. The present disclosure is not limited to the embodiments, but is limited only by the scope of the claims.

[0057] Additionally, the functions of the elements disclosed herein can be performed using circuits or processing circuits, including general purpose processors, special purpose processors, integrated circuits, Application Specific Integrated Circuits (ASICs), conventional circuits, and / or combinations thereof, configured or programmed to perform the disclosed functions. Processors are considered processing circuits or circuits because they include transistors and other circuits. In this disclosure, a circuit, unit, or means is hardware that performs the recited functions or hardware that is programmed to perform the recited functions. The hardware may be hardware disclosed herein or other known hardware that is programmed or configured to perform the recited functions. In the case where the hardware is a processor, which is considered a type of circuit, the circuit, means, or unit is a combination of hardware and software, and the software is used to configure the hardware and / or the processor.

[0058] As described above, the lightning arrester monitoring device 20 can measure the value of the current flowing from the lightning arrester 16 through the electric circuit 18 to the car body 19 with the galvanometer 21 and record the current value in chronological order as historical data in the data storage device 22. Then, the controller 23 determines that the lightning arrester 16 has deteriorated when the average current value in a predetermined unit time exceeds a predetermined deterioration threshold value based on the time-series changes in the historical data recorded in the data storage device 22, and outputs a predetermined deterioration signal. Therefore, it is possible to know from the deterioration signal that the lightning arrester of the railway car 10 has deteriorated.

[0059] The controller may determine that the lightning arrester has deteriorated when the number of occurrences of a current value change pattern in which the current value exceeds a predetermined overcurrent threshold and then falls below the overcurrent threshold exceeds a predetermined number of times in the history data. With this configuration, it is possible to determine that the lightning arrester has deteriorated when the number of occurrences of a current value change pattern in which the current value flowing from the lightning arrester to the vehicle body exceeds a predetermined overcurrent threshold and then falls below the overcurrent threshold exceeds a predetermined number of times.

[0060] The deterioration signal may include a signal for displaying a warning on a display device. With this configuration, the deterioration state of the lightning arrester can be displayed on the display device to notify the outside.

[0061] The deterioration signal may include a signal for opening a circuit breaker provided in a power supply path to the lightning arrester. With this configuration, the circuit breaker can be opened according to the deterioration state of the lightning arrester to prevent a current from flowing to the lightning arrester.

[0062] The deterioration signal may include a signal for prohibiting the lifting of a pantograph of the railway vehicle. With this configuration, the lifting of the pantograph can be prohibited according to the deterioration state of the lightning arrester, thereby preventing current from entering from the overhead line.

[0063] The deterioration state may be divided into a plurality of deterioration levels according to the deterioration degree of the lightning arrester, and the controller may vary the deterioration signal according to the deterioration level to which the time-series change of the history data corresponds among the plurality of deterioration levels. With this configuration, it is possible to plan the timing of replacement work of the lightning arrester, etc., based on the deterioration signal according to the deterioration level of the lightning arrester.

[0064] Furthermore, in a railway vehicle equipped with any one of these lightning arrester monitoring devices, the lightning arrester monitoring device can appropriately determine whether a lightning arrester equipped in the railway vehicle has deteriorated. [Explanation of symbols]

[0065] 10. Railroad cars 11 Pantograph 12 wheels 13 Power feed line 14 Current transformers 15 Circuit Breaker 16 Lightning arrester 17 Electric circuit 18 Electric circuit 19 Body 20 Lightning arrester monitoring device 21 Galvanometer 22 Data storage device 23 Controller 24 Judgment device 25 First output circuit 26 Second output circuit 30 Display 100 Overhead Line 110 Rail

Claims

1. a galvanometer that measures a current value flowing from a lightning arrester of a railway vehicle to a car body in an electric circuit between the lightning arrester and the car body of the railway vehicle; a data storage device for recording the current values ​​measured by the galvanometer in a time series as history data; a controller that determines that the arrester has deteriorated when an average value of the current value in a predetermined unit time exceeds a predetermined deterioration threshold value based on a time series change of the history data recorded in the data storage device, and outputs a predetermined deterioration signal; The controller determines that the lightning arrester has deteriorated when the number of occurrences of a current value change pattern in which the current value exceeds a predetermined overcurrent threshold and then falls below the overcurrent threshold exceeds a predetermined number in the historical data.

2. A galvanometer for measuring a current value flowing from a lightning arrester of a railway vehicle to a car body in an electric circuit between the lightning arrester and the car body of the railway vehicle; a data storage device for recording the current values ​​measured by the galvanometer in a time series as history data; a controller that determines that the arrester has deteriorated when an average value of the current value in a predetermined unit time exceeds a predetermined deterioration threshold value based on a time series change of the history data recorded in the data storage device, and outputs a predetermined deterioration signal; The deterioration state is divided into a plurality of deterioration levels according to the deterioration degree of the lightning arrester, The controller varies the deterioration signal depending on a deterioration level to which the time-series change in the history data corresponds, among the plurality of deterioration levels.

3. 3. The lightning arrester monitoring device according to claim 1, wherein the deterioration signal includes a signal for displaying a warning on a display device.

4. The lightning arrester monitoring device according to claim 1 , wherein the deterioration signal includes a signal for opening a circuit breaker interposed in a power supply path to the lightning arrester.

5. 5. The lightning arrester monitoring device according to claim 1, wherein the deterioration signal includes a signal prohibiting lifting of a pantograph of the railway vehicle.

6. A railway vehicle equipped with the lightning arrester monitoring device according to any one of claims 1 to 5.

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