JP6785069B2 - Feeder circuit failure point identification system for electric railways and feeder circuit failure point identification method for electric railways - Google Patents

Description

The present invention relates to a feeder circuit failure point locating system for electric railways and a feeder circuit failure point locating method for electric railways, and more specifically, a plurality of sections constituting a parallel circuit and / or a section having a tie post. The present invention relates to a feeder circuit failure point locating system for electric railways and a feeder circuit failure point locating method for electric railways, which can identify a failure point in a train line.

When a short-circuit failure occurs in a train line that has been supplied with power from two substations, the distance from each substation to the failure point is the fixed time until the high-speed circuit breaker at each substation opens. It is known that it can be obtained from the distribution ratio of the current value flowing through the electric wire.

FIG. 6 shows an example of the feeder circuit failure point locating system for electric railways and the feeder circuit failure point locating method for electric railways shown in Patent Document 1 (Japanese Unexamined Patent Publication No. 2002-4807) invented by the applicant through repeated diligent research. It is a figure which shows. As shown in FIG. 6, in the conventional electric railway circuit failure point locating system 90, the voltage measuring unit 92V and the current measuring unit 92I are supplied to each substation 92 that supplies power from both ends of a single train line 91. And a remote control equipped with an information processing device 92C that inputs these measured values and stores them in association with the current time, and is connected to each information processing device 92C to transmit the measured values of the current time and the current voltage. It is provided with a device 93 (for a controlled station) and a remote control device 94 (for a control station) connected to these devices for analyzing measured values. 95 is a power supply, 96 is a high-speed circuit breaker, and 99 is a train.

Further, the remote control device 94 defines the failure point from the average value of the detected current values in the predetermined time zone after the failure time before the high speed circuit breaker 96 at each substation 92A and 92B is opened. Is.

JP-A-2002-4807

However, while all the conventional methods target single-track sections connected by a single train line from a substation, in recent years there have been many double-track sections and double-track sections with two or more parallel lines. In particular, when the distance between substations is long, a tie post may be provided in the middle part of the train line that constitutes the up and down to suppress the voltage drop. Since the current flow is complicated in these double-track sections, there is a problem that the conventional feeder circuit failure point determination system for electric railways cannot correctly identify the failure point.

FIG. 7 is a diagram showing a current flowing through each part when the train lines 91A and 91B which are two parallel circuits are provided. In FIG. 7, 96A and 96B are high-speed circuit breakers provided on the train lines 91A and 91B, 97A and 97B are current detectors, and 98 is the train line 91A for the purpose of relieving a voltage drop between the train lines 91A and 91B. It is a tie post that connects the train line 91B and the train line 91B. La and Lb are the internal inductances of the substations 92A and 92B on both sides, Ra and Rb are the internal resistances of the substations 92A and 92B, and Laf, Ltf and Lbt are the line inductances of the train lines 91A and 91B, Raf and Rtf. , Rbt is the line resistance of each part of the train lines 91A and 91B, Ltp is the internal inductance of the tiepost 98, and Rtp is the internal resistance of the tiepost 98.

If a short-circuit failure occurs at the point Bp of the train line 91B in the double-line section of the above configuration, current will only flow as a failure current from the left and right sides of the train lines 91A and 91B to the short-circuit failure occurrence point (hereinafter referred to as the failure point) Bp. Not only, the fault currents Ip1 and Ip2 flow from both the left and right sides of the train line 91A to the fault point Bp via the tie post 98. At this time, not only the failure current Ip1 but also the current Ip3 obtained by adding the current flowing from the right side of the train line 91B to the failure point Bp to the failure current Ip2 in the section from the tie post 98 of the train line 91B to the failure point Bp. Since the current flows and forms a complicated current path, an error occurs in the control point in the conventional electric railway circuit failure point positioning using the current measured by the current detector 97B provided in the train line 91B where the short-circuit failure has occurred. It was.

Similarly, even if the tie post 98 is not provided, a short-circuit failure occurs in any of the train lines 91A and 91B of the double line section because the circuit having impedance is configured at an arbitrary part of the parallel circuit. Then, a wraparound current from the other train lines 91B and 91A flows, and the conventional feeder circuit failure point positioning for electric railways using the current measured by the current detector provided on the train line where the short-circuit failure occurs has an error in the control point. Was occurring.

Further, in the determination of the failure point, the line constants of the train lines 91A and 91B are calculated assuming that the line inductance per 1 km is, for example, 1.1 mH and the line resistance is 0.2 Ω, and the substation 92A For the internal inductances La and Lb and the internal resistors Ra and Rb in 92B, the values assumed from the length and shape of the line were manually input by experience to perform the localization calculation, but depending on the configuration of the substations 92A and 92B. Since there is a difference between these values La, Lb, Ra, and Rb, an imbalance may occur in the current flowing into the train lines 91A and 91B (even if the failure point is an intermediate point). Therefore, in order to perform the positioning calculation accurately, it is desirable to set the characteristics of each part in the substations 92A and 92B more accurately to improve the positioning accuracy of the fault point.

The present invention has been made in consideration of the above-mentioned matters, and an object thereof includes a case where a tie post for the purpose of relieving a voltage drop is installed between two substations, and a plurality of trains. It is an object of the present invention to provide a practical feeder circuit failure point locating system for electric railways and a feeder circuit failure point locating method for electric railways, which can perform failure point identification more accurately in a section forming a line.

In order to solve the above problems, the first invention provides to each of two substations that supply power from both sides of a plurality of lines forming a section forming a parallel circuit and / or a section having a tie post from the substation. A current measuring unit that measures the total of the fault currents flowing through all the related train lines, and a fault that obtains the rising average of the fault current in a predetermined time width from the time when the fault current is detected to the operation of cutting off this fault current. It is equipped with a current calculation unit, and at least one of the substations is provided with a failure point estimation unit that defines the failure point using the ratio of the rising averages of the failure currents from both substations obtained by these failure current calculation units. In addition , the current measuring unit includes a plurality of current detectors that measure the current flowing from the substation to each line of the train line, and an adder that calculates the total value of the currents measured by these current detectors. providing feeding circuit circuit fault point location system for railway (claim 1), characterized in Rukoto provided.

That is, from the time when the current measuring unit measures the total current flowing from the substation to all the related train lines and the fault current calculation unit detects the fault current in both substations that supply power from both sides of the train lines of multiple lines. The rising average of the predetermined time width until the operation of cutting off the fault current is obtained, and the fault point locating unit can determine the fault point by using the ratio of the rising averages of the fault currents at the two substations.

FIG. 8 is a diagram showing an equivalent circuit of the circuit shown in FIG. 7. FIG. 8 is a diagram showing an equivalent circuit obtained by Δ-Y conversion of a circuit between a failure point Bp, each train line, and a connection portion between both substations 92A and 92B in a double-track section train line having a tie post. .. As shown in FIG. 8, when the equivalent circuit in which the train line in the double-track section having the tie post is ground-faulted at the failure point Bp is sequentially subjected to Δ-Y conversion, the inductance Lb and the resistance with respect to the failure point Bp are obtained. It is connected to the connection point P connected via Rb to each of the substations 92A and 92B via a resistor Raf / 2 and an inductance Laf / 2, and a resistor (Rbf + Rtp) / 2 and an inductance (Lbf + Ltp) / 2. It is equivalent to the state of being.

The magnitude of the inductance Lz between the failure point Bp and the connection point P is obtained by the following equation (1).
Lz = Laf (Ltf + Ltp ・ Lbt / (2Lbt + Ltp)) / 2 (Laf + Ltf + Ltp ・ Lbt / (2Lbt + Ltp))… Equation (1)

Similarly, the magnitude of the resistance Rz between the failure point Bp and the connection point P is obtained by the following equation (2). Since the high-speed circuit breaker and current detector interposed in the train line do not have the electrical characteristics necessary for calculating the equivalent circuit of the circuit, the description is omitted in the equivalent circuit for simplification. There is.
Rz = Raf (Rtf + Rtp ・ Rbt / (2Rbt + Rtp)) / 2 (Raf + Rtf + Rtp ・ Rbt / (2Rbt + Rtp))… Equation (2)

As is clear from the equivalent circuit, the magnitudes of the total currents Ia and Ib flowing from both substations 92A and 92B to all train lines are in addition to the resistors Ra, Rb and inductance La and Lb in the substations 92A and 92B. Affected by the ratio of the resistance Raf / 2, (Rbt + Rtf) / 2 to the connection point P and the inductance Laf / 2, (Lbt + Ltf) / 2, these constants Raf, Rbt, Rtf, Laf, Lbt, Ltf are all affected. , It forms a distributed constant circuit proportional to the distance.

The current measuring unit measures the total currents Ia and Ib flowing from the substations 92A and 92B to all related train lines, and the time when the failure current is detected by the failure current calculation unit is used as a trigger to start the failure current. By obtaining the rising average currents ΔIa and ΔIb during this period from the integrated value of the magnitudes of the total currents Ia and Ib in the predetermined time width until the operation of shutting off the failure current, the current flows from both substations 92A and 92B due to a short-circuit failure. From the ratio of the magnitudes of the failure currents, the ratio of the rising average currents ΔIa and ΔIb used for defining the connection point P can be obtained more accurately.

The time when the failure current is detected is, for example, the time when the failure current required by the short-circuit failure signal of the high-speed circuit breaker provided in each train line starts to flow, and the operation of cutting off the failure current is the high speed. The circuit breaker indicates a short time from the substations 92A and 92B to the start of interruption of the train line, and stably measures the current change at the rise of the total currents Ia and Ib, which rapidly increase due to the failure current. By accumulating the total currents Ia and Ib during a predetermined time width necessary and sufficient to obtain the average value, a stable rising average current ΔIa and ΔIb can be obtained by eliminating the disturbance at the rising edge of the fault current. This indicates that more accurate localization is possible.

Assuming that the magnitudes of the instantaneous values of the total current flowing through each train line at time t are Ia (t) and Ib (t), the current change at the rising point of the fault current is calculated by the following equation (3). , As shown in the equation (4), it can be expressed by the relational expression between the voltages Ea and Eb of the power supply 95 and the inductances La, Laf, Lb, Lbt and Ltf of each part.
dIa (t) / dt = Ea / (La + (Laf / 2)) ... Equation (3)
dIb (t) / dt = Eb / (Lb + ((Lbt + Ltf) / 2)) ... Equation (4)

Therefore, a failure is made using the ratio of the magnitudes dIa (t) / dt and dIb (t) / dt of the rising average currents ΔIa and ΔIb of the failure current using the failure point indicator provided at at least one of the substations. By defining the points, the positions of the connection points P of the resistors Raf / 2, (Rbt + Rtf) / 2 and the inductance Raf / 2, (Lbt + Ltf) / 2 can be defined. That is, by subtracting the influences of the internal inductances La and Lb and the internal resistances Ra and Rb in both substations from the ratio of the magnitudes of the rising average currents ΔIa and ΔIb of the total currents Ia and Ib at the time of failure, from both substations. The distances Daf and Dbf to the connection point P can be accurately defined, and the position of the failure point Bp can be defined. At this time, since the calculation is performed using the ratio of the magnitudes of the rising average currents ΔIa and ΔIb of the total currents Ia and Ib, the magnitudes of the resistance Rz and the inductance Lz generated between the failure point Bp and the connection point P are calculated. It can be ignored because it is no longer needed in the process of.

It is conceivable that the failure point determination unit is provided at one or both of the two substations. However, if both substations are provided with a slave unit of a distant control device and a master unit of a distant control device configured to be able to communicate with the slave unit of each distant control device, the master unit of this distant control device fails. A point control unit may be provided.

In the case where a simple parallel circuit in which the tie post is not provided is formed in the train line of the plurality of lines, the tie post is formed by setting the constants of the line inductance Ltp and the line resistance Rtp of the tie post to infinity. It can be an equivalent circuit when it is provided.

FIG. 9 is a diagram showing a case where a parallel line is configured and two train lines are provided when a tie post is not provided, and FIG. 10 is a diagram obtained by converting these two train lines into an equivalent circuit of one line. It is a figure which shows. In these FIGS. 9 and 10, the same parts as those in FIGS. 7 and 8 are designated by the same reference numerals.

In the equivalent circuit shown in FIG. 9, when the line resistance from the substation 92B to the failure point Bp is represented by the symbol Rbf and the line inductance is represented by the symbol Lbf, in the equivalent circuit as shown in FIG. 10, from the substations 92A and 92B to the confluence point P. The line resistance Raf / 2, Rbf / 2 and the line inductance Laf / 2, Lbf / 2 are the line resistances Raf, Rbf and the line inductance Laf, Lbf of the two train lines 91A, 91B divided by two of the number of lines. It turns out that they are equivalent. The line resistance Ry and the line inductance Ly from the confluence point P to the failure point are portions that do not affect the ratio of the currents supplied from the substation.

The magnitude of the line inductance Ly between the failure point Bp and the connection point P can be obtained as shown in the following equation (5) by making the line inductance Ltp in the equation (1) infinite.
Ly = (Laf · Lbf) / 2 (Laf + Lbf) ... Equation (5)

Similarly, the magnitude of the line resistance Ry between the failure point Bp and the connection point P can be obtained as in the following equation (6) by making the line resistance Rtp in the equation (2) infinite.
Ry = (Raf · Rbf) / 2 (Raf + Rbf) ... Equation (6)

Similarly, when the number of train lines is an N-row parallel circuit, in the equivalent circuit, the line resistance Raf / N, Rbf / N and the line inductance Laf / N from the substations 92A and 92B to the confluence P, Lbf / N is equivalent to dividing the line resistances Raf and Rbf and the line inductances Laf and Lbf of the N-line train lines 91A and 91B by N of the number of lines.

Further, in the equivalent circuit when the number of train lines is an N-column parallel circuit, the line inductance between the failure point Bp and the connection point P is (N-1) (Laf · Lbf) / N (Laf + Lbf). The line resistance is (N-1) (Raf · Rbf) / N (Raf + Rbf).

That is, regardless of the presence or absence of the tie post, in the section constituting the train line of the parallel circuit, the magnitude of this total current is calculated by calculating the total of the fault currents flowing through all the train lines 91A and 91B of the plurality of lines. It is shown that the fault point can be accurately located by using the localization formula according to the number of lines and making corrections according to the number of lines.

Moreover, the current measuring unit that includes a plurality of current detectors for measuring the current flowing from the substation to each line of catenary, respectively, and an adder that these current detector calculates the total value of the measured current As a result , the total current can be obtained by using the measured value of the current detector normally provided in each train line, so that the configuration can be simplified and the manufacturing cost can be reduced accordingly.

The failure current calculation unit includes a synchronization signal receiving unit that receives a synchronization signal at both substations, and a failure current recording unit that records the magnitude of the failure current together with the synchronization time obtained by using the synchronization signal. One substation is provided with a receiving unit that receives synchronization time and failure current information recorded at the other substation, and the other substation is provided with a transmitting unit that transmits the synchronization time and failure current information to one substation. At the same time, the failure point locating unit defines the failure point from the ratio of the synchronization time and failure current information received via the receiving unit to the synchronization time and failure current information recorded in the substation. In some cases (claim 2 ), the synchronization signal receiving unit receives the synchronization signal, so that time synchronization can be achieved at a substation located at a distant point. As the synchronization signal receiver, for example, a GPS receiver that measures the standard time with an atomic clock, a radio clock that periodically calibrates to the standard time with a standard radio wave, or the like can be used.

Since the fault current recording unit records the synchronization time and the magnitude of the fault current obtained by using the synchronization signal, the fault current is recorded at both substations located at distant points and occurs at the same time. Since the fault current can be accurately obtained, the ratio of the total fault current flowing from both substations to each train line can be obtained at the same time.

A voltage measuring unit that measures the voltage supplied from the substation to the train line, and a ripple that separates and extracts the ripples of the DC voltage and DC current that are constantly supplied from the substation to the train line from the measured values of the voltage and current. In the DC current circuit in the substation from the phase difference generated in the ripple of voltage and current when the extraction unit and the short circuit that artificially causes a short circuit failure by connecting to the train line at a known distance from the substation are connected. In the case where a steady inductance calculation unit for calculating an inductance value is provided, and the failure point determination unit corrects the failure point designation using the inductance value calculated by the steady inductance calculation unit (claims 3 and 4) . Can be used by the ripple extraction unit to extract ripples of DC voltage and DC current using the voltage measured by the voltage measuring unit and the total current measured by the current measuring unit. In addition, using the ripple when the short-circuit circuit artificially causes a short-circuit failure at a failure point at a known distance of the train line, the steady inductance calculation unit uses the phase difference generated in the ripple of voltage and current to direct current in the substation. Calculate the inductance value in the short circuit.

By correcting the failure point determination by the failure point identification unit based on the obtained inductance value, more accurate failure point identification can be performed. For example, this correction includes finding the internal resistance and internal inductance including the line resistance and line inductance in the substation. This interrupts the conventional can be obtained accurately the electrical characteristics of the components that were entered on the basis of experience, Ru performed orientation exact point of failure even between different substations the scale and configuration.

It is a figure which shows the whole structure of the electric railway feeder circuit failure point determination system which concerns on 1st Embodiment. It is a figure which shows the state which caused the artificial short circuit failure in the feeder circuit for electric railway which concerns on 1st Embodiment. It is a figure which shows the equivalent circuit of the circuit of FIG. Shows a feeding circuit circuit fault point locating method for electrodeposition of iron. It is a figure which shows the structure of the electric railway feed feed circuit failure point setting system of 2nd Embodiment. It is a figure explaining the conventional feeder circuit failure point locating device for electric railways. It is a figure explaining the problem in the conventional feeder circuit failure point locating apparatus for electric railways. It is a figure which shows the equivalent circuit of the feeder circuit failure point locating apparatus for electric railway of FIG. The configuration of a feeder circuit for electric railways without a tie post is shown. It is a figure which shows the equivalent circuit of the feeder circuit failure point locating apparatus for electric railway of FIG.

Hereinafter, with reference to FIGS. 1 to 4, a feeder circuit failure point determination system for electric railways and a feeder circuit failure point determination method for electric railways according to the first embodiment of the present invention will be described.

The feeder circuit failure point assessment system 1 for electric railways shown in FIG. 1 connects two substations 3A and 3B that supply power from both sides of two train lines 2A and 2B constituting the section having the tiepost 2T shown in FIG. It is a figure explaining the 1st Embodiment of this invention in the constituent railroad feeder circuit, and the electrical characteristics are the same as those explained in FIG. 7.

As shown in FIG. 1, the electric railway circuit failure point locating system 1 of the present embodiment applies the total current flowing from the substations 3A and 3B to all the train lines 2A and 2B to the substations 3A and 3B, respectively. It is equipped with a current measuring unit 4 for measurement and a failure current calculation unit 5 for obtaining the rising average of the failure current in a predetermined time width from the time when the failure current is detected to the operation of cutting off the failure current, and is a substation. The 3A is provided with a fault point locating unit 6 for locating a fault point using the ratio of rising averages of fault currents from both substations obtained by these fault current calculation units.

Further, the current measuring unit 4 calculates a total value of a plurality of current detectors 7A and 7B for measuring the current flowing from the substation to each line of the train line and the currents measured by these current detectors 7A and 7B. The adder 8 is provided. The fault current calculation unit 5 is connected to a synchronization signal reception unit 9 that receives a synchronization signal at both substations and a fault current recording unit 10 that records the magnitude of the fault current together with the synchronization time obtained by using the synchronization signal. At least one substation receives the synchronization time and fault current information recorded in the other substation, and the other substation transmits the synchronization time and fault current information to one substation. The transmission unit 12 is provided.

Further, the voltage measuring unit 13 for measuring the voltages Ea and Eb supplied from the substations 3A and 3B, and the ripple of the DC voltage and the DC current constantly supplied from the substations 3A and 3B to the train lines 2A and 2B When the ripple extraction unit 14 that separates and extracts from the measured values of voltage and current and the short-circuit circuit that artificially causes a short-circuit failure by connecting to the train lines 2A and 2B at a known distance from the substations 3A and 3B are connected. It is provided with a steady-state inductance calculation unit 15 that calculates the inductance values La and Lb in the DC current circuit in the substations 3A and 3B from the phase difference generated in the ripple of voltage and current.

16A to 16D are high-speed circuit breakers configured to cut off the power supply to the train lines 2A and 2B as fast as possible when a short-circuit failure occurs, and 17A to 17D are connected to the current detectors 7A and 7B. This is a cutoff control unit that cuts off the power supply using the high-speed circuit breakers 16A to 16D.

Further, 20A and 20B are electric railway feeder circuit failure point locating devices provided in the substations 3A and 3B, and 21 is input of measured values of each physical quantity in these electric railway feeder circuit failure point locating devices 20A and 20B. The input unit and 22 are the arithmetic processing units of the feeder circuit failure point rating device 20A (20B) for electric railways. In this embodiment, the fault current calculation unit 5, the fault point determination unit 6, the adder 8, the ripple extraction unit 14, and the steady inductance calculation unit 15 are formed by a program (software) that can be executed by the arithmetic processing unit 22. Is shown.

The train lines 2A and 2B are arranged on the up and down lines, respectively, and by forming a tie post 2T in a substantially intermediate portion thereof, even when the distances Daf + Dbf between the substations 3A and 3B are separated. It is configured so that the influence of the voltage drop due to the line resistors Raf, Rtf, and Rbt can be suppressed as much as possible.

The power supplies Ea and Eb in the substations 3A and 3B include, in detail, a transformer that adjusts the power from the AC power supply to the voltage supplied to the train lines 2A and 2B, and a bridge circuit that converts the AC power supply into a DC power supply. In addition, a series circuit of internal resistors Ra and Rb and internal inductances La and Lb is interposed between the power supplies Ea and Eb and the train lines 2A and 2B to cause a voltage drop. The voltage measuring unit 13 is for measuring fluctuations in the voltages Ea and Eb supplied to the train lines 2A and 2B.

The current measuring unit 4 includes current detectors 7A and 7B and an adder 8 already formed in the power feeding unit of the train lines 2A and 2B, and is measured by the current detectors 7A and 7B. By adding the measured values of the current (Iaa, Iab or Iba, Ibb), the total current Ia (total current Ia) flowing from the substation 3A (3B) to all the train lines 2A and 2B using the existing current detectors 7A and 7B. Ib) can be obtained, which is preferable. Further, not only the measured values of the current and the voltage but also the short-circuit failure occurrence detection signal that the cutoff control units 17A and 17B monitor and detect the output of the current detectors 7A and 7B is input to the input unit 21. ..

As described above, in the present embodiment, the existing current detectors 7A and 7B can be effectively utilized and combined with the adder 8 to measure the total current flowing through all the train lines 2A and 2B. Alternatively, one current detector may be provided between the power supply Ea (Eb) and the branch point of the train lines 2A and 2B, and this may be used as a measuring unit for the total current supplied to all the train lines 2A and 2B. Needless to say.

The fault current calculation unit 5 has a short predetermined period from the time when the short-circuit fault occurrence detection signal is input from any one of the cutoff control units 17A to 17D until the high-speed circuit breaker 16A to 16D cuts off the fault current. The arithmetic processing unit 22 implements a program that calculates the rising averages ΔIa and ΔIb of the fault current from the magnitude of the total fault current within the period, and the target of addition is the fault current recording unit. It is a measured value (fault current information) of the self-transforming station 3A (3B) fault current Ia housed in 10, and the rising average ΔIa of the fault current is obtained based on this, and the receiving section 11 and the transmitting section 12 are used. The measured value of the fault current Ib received from the other substation 3B (3A) via the same also calculates the rising average ΔIb of the fault current within the time width at the same time point. By forming the fault current calculation unit 5 by software as in the present embodiment, it is possible to simplify the device configuration and flexibly deal with it.

The failure point locating unit 6 is realized by the calculation processing unit 22 executing a program that performs arithmetic processing for locating the failure point Bp using the magnitude of the total current obtained by the failure current calculation unit 5.

The synchronization signal receiving unit 9 in the present embodiment is a GPS receiver, and 9A is an antenna that receives electromagnetic waves from GPS satellites. Further, the synchronization signal receiving unit 9 outputs a synchronization signal every second, and the fault current recording unit 10 uses the synchronization signal by recording the total currents Ia and Ib for at least one second with reference to the synchronization signal. Record the magnitude of the fault current along with the required synchronization time.

In the present embodiment, one substation 3A is provided with a receiving unit 11 for receiving recorded synchronization time and fault current information, and the other substation 3B is provided with synchronization time and fault current information recorded by the fault current recording unit 10. By providing the transmission unit 12 for transmitting the above, the synchronization time and the fault current information recorded by the other substation 3B are transferred to the one substation 3A, and both substations 3A are transferred to the fault current recording unit 10 of the substation 3A. Using the total of the fault currents measured in 3B, the fault point Bp can be defined in the fault point positioning unit 6 of one of the substations 3A.

In the failure point determination, the failure point determination can be performed by eliminating the influence of the constantly flowing load as much as possible by performing the calculation using only the inductance.

FIG. 2 is a diagram showing a method of setting internal parameters of a substation in the feeder circuit failure point determination system for electric railways. In FIG. 2, R0 is a short-circuit resistor constituting a short-circuit circuit that artificially causes a short-circuit failure at a point P0 of one train line 2B, and Ra0 is a line resistance from the substation 3A to the artificial short-circuit point P0. La0 is the line impedance, Rt0 is the line resistance from the point P0 to the tie post, Lt0 is the line impedance, and D1 and D2 are the distances from the point P0 to the substations 3A and 3B.

Considering the case where the internal parameter La of the substation 3A is obtained, the circuit breakers 17A, 17C, and 17D provided between the short-circuit resistor R0 and the substation 3B and the train line 2A without the short-circuit resistor R0 are used. After shutting off the speed circuit breakers 16A, 16C, 16D, a short circuit is performed by the short circuit resistor R0.

FIG. 3 is a diagram showing an equivalent circuit in a state where the short circuit is connected. In the equivalent circuit when an artificial short-circuit failure occurs at a known point P0, the connection point P'is a series load of internal resistance Ra, internal inductance La, line resistance Raf, and line inductance Laf from the power supply Ea of the substation 3A. It is connected via the line resistor R0 to the point P0.

In the above equivalent circuit, since the distance D1 to the point P'is known, the magnitudes of the line resistance Raf and the line inductance Laf between these lines are also known. Further, since the DC power supply Ea in the feeder circuit for electric railways is obtained by connecting a rectifier to an AC power supply, the larger the load, the larger the harmonic component associated with the rectification is contained, and the ground fault occurs. The larger the current, the larger the ripple (alternating current component) generated.

Then, the ripple extraction unit 14 extracts the ripple appearing in the DC voltage measured by the voltage measuring unit 13 and the DC current measured by the current measuring unit 4, and artificially between the current ripple and the voltage ripple. A phase difference affected by the line inductance Laf determined by the distance D1 between the internal inductance La on the circuit flowing through the faulty circuit and the point P'is generated.

Next, the steady inductance calculation unit 15 calculates the total inductance when a short-circuit failure is artificially generated from the phase difference generated in the ripple, and subtracts the magnitude of the line inductance Laf at a known distance from this to subtract the magnitude of the line inductance Laf at a known distance from the substation. The steady inductance value in the DC feeder circuit in 3A can be calculated. That is, this is the internal inductance La.

Similarly, the internal parameter Lb of the substation 3B is obtained by short-circuiting with the short-circuit resistor R0 while the high-speed circuit breakers 16A, 16B, 16C are cut off by using the cutoff control units 17A, 17B, 17C. Can be done.

Therefore, the internal inductances La and Lb of the substations 3A and 3B can be accurately obtained based on the measured values from the phase difference generated in the current and the voltage flowing when this artificial failure circuit is connected. By using the internal inductances La and Lb in the substations 3A and 3B for the correction calculation when an actual ground fault occurs, the electrical characteristics inside the substations 3A and 3B are significantly different. Even with the feeder circuit for electric railways, it is possible to more accurately identify the failure point.

Next, a method for locating the feeder circuit failure point for electric railway in the feeder circuit failure point locating system for electric railway having the above configuration will be described with reference to FIG. In this figure, the operations of the substations 3A and 3B are shown side by side, and are shown so that the passage of time is aligned.

As shown in FIG. 4, first, in each of the two substations 3A and 3B in which power is supplied from both sides of the plurality of train lines 2A and 2B by the current measuring unit 4, all the train lines 2A from the substations 3A and 3B, Measure the current flowing through 2B. (Steps Sa1, Sb1)

Next, the magnitude of the measured current is recorded in the fault current recording unit 10 together with the synchronization time (that is, the number of counts from the rising edge of the synchronization signal). (Steps Sa2, Sb2)

At the same time, one of the cutoff control units 17A and 17B monitors the current detector 14 and waits for the input of the ground fault failure detection signal generated when a sudden increase in current occurs, and the step Sa1 until the failure occurs. , Sa2, Sb1, Sb2 are repeated. (Steps Sa3 and Sab3)

When the failure occurs, the synchronization time and the current are further measured and recorded in the failure current recording unit 10 for a short predetermined time (steps Sa4 and Sb4). The short predetermined time is a predetermined length of time shorter than the time until the high-speed circuit breakers 16A and 16B shut off the train line from the power supply.

Next, on the other substation 3B side, the synchronization time and the fault current record recorded by the failure current recording unit 10 are transmitted to the dedicated line via the transmission unit 12 (step Sb5), and at one substation 3A. The record of the synchronization time and the fault current is received from the dedicated line via the receiver 11, and these are recorded in the fault current recording unit 10. (Step Sa5)

In the substation 3A, the fault current calculation unit 5 synchronizes the fault currents Ia and Ib flowing from both substations 3A and 3B recorded in the fault current recording unit 10 to all the train lines 2A and 2B with each other. The average values ΔIa and ΔIb at the rise of the fault currents Ia and Ib on both sides of the substations 3A and 3B are calculated by adding the fault currents for a predetermined time width from the rise time of the fault current while ensuring that the current is present. (Step Sa6)

Then, the failure point locating unit 6 performs failure point proofing using the ratio of the average values ΔIa and ΔIb at the rising edge of the failure current and the inductance value already calculated by the steady-state inductance calculation unit 15. (Step Sa7) At this time, the distance Daf from the substation 3A to the failure point can be calculated by the following equation (9).
Daf = ΔIb (Da + Daf + Dbf + Db) / (ΔIa + ΔIb) -Da… Equation (9)

Da is the internal inductance equivalent distance of the substation 3A, and Db is the internal inductance equivalent distance of the substation 3B, which are expressed as shown in the following equations (10) and (11).
Lline is the inductance value of the line constant.
Da = La / (Lline / 2) ... Equation (10)
Db = Lb / (Lline / 2) ... Equation (11)

By using ΔIa and ΔIb as shown in the equations (9) to (12), the failure point Bp can be determined from the ratio.
Daf = ΔIb (Dbf + Db) -Da ... Equation (12)

As shown in the present embodiment, it is possible to transfer the measured values at the other substation 3B to one substation 3A side to determine the failure point, but the present invention is not limited to this configuration. Instead, the measured values may be exchanged with each other at both substations 3A and 3B and performed from both sides of the train lines 2A and 2B. In that case, the synchronization time and the fault current are recorded and received from each other in steps Sa5 and Sb5. Then, on the substation 3B side as well, the failure current can be calculated and the failure point can be determined in the same manner as in steps Sa6 and Sa7.

Further, in the present embodiment, the two train lines 2A and 2B having the tie post 2T are described, but the present invention is not limited to this configuration, and the present invention is not limited to this configuration, and even if the section is a double track section without the tie post. Similarly, the failure point can be determined. In addition, the synchronization time receiver is not limited to the GPS receiver, and a radio clock that periodically calibrates to the standard time by the standard radio wave may be used.

Similarly, in the above-described embodiment, the case where there are two train lines 2A ... Is described, but of course, when three or more train lines 2A ... Are used, the failure point Bp is similarly defined. Can be done.

FIG. 5 is a diagram illustrating a feeder circuit failure point determination system 30 for electric railways according to a second embodiment of the present invention. In the example shown in FIG. 5, the slave units 31A and 31B of the remote control device 31 and the master unit 31C of the remote control device 31 configured to be able to communicate with these slave units 31A and 31B at both substations 3A and 3B, respectively. By providing the above, the synchronization signal from the master unit 31C is used to synchronize the time of each substation 3A and 3B, and the failure point determination unit 6'is provided on the master unit 31C side to use the synchronization signal. Using the average values ΔIa and ΔIb at the time of rising of the failure currents Ia and Ib measured at each substation 3A and 3B and transferred from the slave units 31A and 31B to the master unit 31C, the failure point indicator on the master unit 31C side. 6'is different from the first embodiment in that the failure point Bp is determined.

By providing the remote control device 31 as in the present embodiment, it is possible to perform operations such as monitoring of ground faults by centralized management, and the reception sensitivity of electromagnetic waves of GPS or radio clock at each substation 3A and 3B. There is an advantage that it can be installed without thinking about. Needless to say, synchronization may be performed at each of the substations 3A and 3B using GPS or a radio clock, and the orientation calculation may be performed at the master unit 31C of the remote control device 31.

1 Electric railway circuit failure point identification system 2A, 2B Train line 2T Tiepost 3A, 3B Substation 4 Current measurement unit 5 Failure current calculation unit 6 Failure point identification unit 7A, 7B Current detector 8 Adder 9 Synchronous signal reception Part 10 Failure current recording part 11 Receiver part 12 Transmission part 13 Voltage measurement part 14 Ripple extraction part 15 Steady inductance calculation part Bp Failure point Ia, Ib Total current ΔIa, ΔIb Rising average of failure current

Claims (4)

To each of the two substations that supply power from both sides of the multiple train lines that make up the section that makes up the parallel circuit and / or the section that has the tie post,
A current measuring unit that measures the total fault current flowing from the substation to all related train lines,
It is equipped with a fault current calculation unit that obtains the rising average of the fault current in a predetermined time width from the time when the fault current is detected to the operation of shutting off the fault current.
It is equipped with a failure point locating section that uses the ratio of the rising averages of the failure currents from both substations obtained by these failure current calculation sections to determine the failure point , and the current measuring section is for each of the train lines from the substation. a plurality of current detectors and, these current detectors railway feeding circuit circuit fault point location system according to claim Rukoto an adder for calculating the sum of the current measured for measuring the current flowing in the line, respectively .. The fault current calculation unit includes a synchronization signal receiving unit that receives a synchronization signal at both substations, and a fault current recording unit that records the magnitude of the fault current together with the synchronization time obtained by using the synchronization signal. One substation is provided with a receiving unit that receives synchronization time and fault current information recorded at the other substation, and the other substation is provided with a transmitter that transmits the synchronization time and fault current information to one substation. At the same time, the fault point setting unit is the rising average of the fault current obtained based on the information of the synchronization time and the fault current received through the receiver and the information of the sync time and the fault current recorded in the substation. The electric circuit fault point locating system for electric railways according to claim 1 , wherein the fault point is determined from the ratio. A voltage measuring unit that measures the voltage supplied from the substation to the train line,
A ripple extractor that separates and extracts the ripple of DC voltage and DC current constantly supplied from the substation to the train line from the measured values of the voltage and current, and
Calculate the inductance value in the DC electric circuit in the substation from the phase difference generated in the ripple of voltage and current when a short circuit that artificially causes a short circuit failure by connecting to a train line at a known distance from the substation is connected. Equipped with a steady-state inductance calculation unit
The feeder circuit failure point locating system for an electric railway according to claim 1 or 2 , wherein the failure point locating unit corrects the failure point locating using an inductance value calculated by a steady-state inductance calculation unit. To each of the two substations that supply power from both sides of the multiple train lines that make up the section that makes up the parallel circuit and / or the section that has the tie post,
A current measuring unit that measures the total fault current flowing from the substation to all related train lines,
It is equipped with a fault current calculation unit that obtains the rising average of the fault current in a predetermined time width from the time when the fault current is detected to the operation of shutting off the fault current.
It is equipped with a fault point locating unit that defines the fault point using the ratio of the rising averages of the fault currents from both substations obtained by these fault current calculation units.
A voltage measuring unit that measures the voltage supplied from the substation to the train line,
A ripple extractor that separates and extracts the ripple of DC voltage and DC current constantly supplied from the substation to the train line from the measured values of the voltage and current, and
Calculate the inductance value in the DC electric circuit in the substation from the phase difference generated in the ripple of voltage and current when a short circuit that artificially causes a short circuit failure by connecting to a train line at a known distance from the substation is connected. Equipped with a steady inductance calculation unit
A feeder circuit failure point locating system for electric railways, wherein the failure point locating unit corrects the failure point locating using an inductance value calculated by a steady-state inductance calculation unit.

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