JPS6018570B2 - Antifreeze device for trolley track - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an anti-freezing device for a trolley line, and in particular, for example, a feedthrough transformer is provided in connection with each phase of at least two feeder lines, and an alternating current voltage is applied to the primary side of the feeder line. By applying the sometimes induced secondary alternating current to the closed circuit between the feeder wire of each phase and the contact line of the corresponding phase,
This invention relates to a trolley track anti-silk device designed to prevent the trolley track from freezing.

On trolley tracks built in cold regions, water freezes on the surface of the trolley tracks during snowfall in winter, during late-night train holidays when the ambient temperature is low, or when the number of trains is reduced, and this frozen layer forms. This often prevented reliable electrical contact between the Kame Electric Railway's pantograph and the trolley track, resulting in power failure to the train and damage to the pantograph, resulting in problems with train operation.

0 FIG. 1 is an illustrative diagram of a conventional trolley line antifreeze device.

In the figure, trolley track 1 for supplying electricity to the train
1 is suspended from a suspension wire 13 by a plurality of hangers 12, 12'. The plurality of hangers 12 insulate the hanging wire 13 and the trolley line 11, and both hangers 2', 12' near the feed points 14, 14' insulate the feed points 14, 14' from both sides of the trolley line 11. Connect so that electricity can be applied. This feeding point 14,
A feeder cable 15 is connected to 14' for applying a voltage to the trolley line 11 at certain intervals in order to compensate for the voltage drop on the trolley line 11. This allows the feeder line 15 and the trolley line 11 to connect to the feed point 14,
14' and hangers 12', 12' form a closed circuit. The rail 16 also serves as a return path for the power supply current flowing from the trolley track 11 through the pantograph and wheels of the train. A primary winding 171 of a transformer 17 is connected between the rail 16 and the electric wire 15 . This transformer 17 has a secondary winding 172, which steps down the haze voltage applied to the primary winding 171 and supplies it to a full-wave rectifier circuit 181. The full-wave rectifier circuit 16 is composed of a diode bridge circuit, and feeds its DC output to a closed circuit between the feeder line 15 and the trolley line 11. Moreover, at the output end of the full-wave rectifier circuit 18,
AC bypass diodes are connected in parallel. By configuring in this way, the feeder line 15 and the trolley line 11
Direct current flows through the open circuit of the contact line 11 through two paths, and this direct current flows in combination with the alternating current flowing through the contact line 11, so the current flowing through the contact line 11 is increased, and as a result, the contact line 11 Generates Joule heat and works to prevent contact lines from freezing. However, it is the transformer 1 that applies DC current to the contact line 11 to prevent freezing.
7 and a full-wave rectifier circuit 18, the configuration becomes complicated and expensive.

In addition, in a transmission/reception system that supplies electricity to a train using a single trolley line and rail, extremely high voltage (
For example, it is necessary to transmit electricity (from several thousand volts to tens of thousands of volts), and this high voltage must be stepped down to the voltage required for the DC power supply for anti-freezing that is applied to the contact line, so the transformer 17 has a large capacity. It is extremely large and therefore expensive. Furthermore, in order to apply the output of the full-wave rectifier circuit to the feeder line and the trolley line, it is necessary to separately install electric wires for the DC circuit, which makes the construction work complicated and expensive. In addition, as another example of a conventionally used trolley line antifreeze device, conventionally, the terminals of the up line trolley line and the down line green trolley line are connected,
In addition, a separate power supply for freezing prevention is installed at the substation J that supplies power for power to both trolley lines, and AC current for freezing prevention is applied from the substation to the open circuits of the up and down trolley lines. There are things to do.

However, such an antifreeze device cannot be used on single-track overhead contact lines because it requires two lines, an up line and a down line. In addition, since anti-freezing must be performed between substations, anti-freezing cannot be applied to each relatively short section where the weather conditions require anti-freezing, resulting in large power losses. Therefore, the main object of the present invention is to provide an antifreezing device for a trolley line which is extremely simple in construction and inexpensive. Another object of the present invention is to provide an anti-freezing device for a trolley line that can selectively prevent freezing of a relatively short section where anti-freezing is required due to weather conditions.

Still another object of the present invention is to provide a contact line antifreeze device which can reduce the power required to prevent the contact line from freezing, which requires less power loss and is extremely efficient. That's true.

The above objects and other objects and features of the invention will become more apparent from the following detailed description with reference to the drawings.

To summarize this invention, at least two contact lines for supplying alternating current power to a train are connected in parallel at a certain interval between the contact lines of each phase to form an open circuit for each phase, and the contact lines of each phase are connected in parallel. In a power transmission system equipped with at least two feeder lines that provide a contact voltage, a feedthrough transformer is provided so as to pass through each feeder line, and the primary winding of the feedthrough transformer receives the alternating current voltage between the two contact wires. By applying , the secondary alternating current induced in the secondary conductor of the feed-through transformer is passed through the closed circuit between the feeder line and the trolley line in each section, thereby generating Joule heat in the trolley line and freezing it. It is designed to prevent this.

Moreover, more preferably, the primary winding of the feed-through transformer has two
configured to selectively apply or cut off the alternating current voltage between the main contact wires, and supply or cut off the primary voltage to the feed-through transformer manually or automatically according to weather conditions or other conditions; Configure it as follows. FIG. 2 is an illustrative diagram showing the principle of this invention.

The invention is characterized by the use of feed-through transformers.
Therefore, before explaining the principle of the present invention in detail with reference to FIG. 2, a feed-through transformer applied to the present invention will be explained. FIG. 3 is a detailed diagram of the feedthrough transformer 30 applied to the present invention.

In the figure, a through transformer 30 is constructed by winding a primary winding 31 around a leg portion of an iron core 32 formed to have a through hole 33. This through-hole transformer 30 has a through-hole 33
When an AC voltage is applied to the primary winding 31, an alternating magnetic flux is generated in the iron core 32, and this alternating magnetic flux causes an AC induced current to flow through the feeding line 15. Next, with reference to FIG. 3, the operating principle of the present invention will be explained together with the configuration of FIG. 2.

For example, the three-phase trolley lines 11R, 11S, and 11T have
Feed ionization pressure is supplied from the substation 20 in parallel at certain intervals via three-phase feeder lines 15R, 15S, and 15T. Then, it is connected in parallel with the Tory lines 11R, 11S, and 11T to form a closed circuit for each phase (R, S, T).
Feeder wires 15R, 15S, 1 of each phase that formed this closed circuit
Each of 5T is a feed-through transformer (in the following explanation, the third
30R, 30S will be described with OR, S, and T corresponding to the phases attached to the end of the feed-through transformer 30 shown in the figure.
, 30T through holes 33. The primary windings 31 of the feedthrough transformers 30R, 30S, and 30T are connected to the substation 2.
AC voltages given from two phases of the three-phase AC power supply from zero (or the trolley line of each phase) are respectively applied.
Also, more preferably, the change fin station 20 (or trolley track)
The AC voltage given from the feedthrough transformers 30R, 30
It is supplied via switch means 21 for selective application to the primary winding of S, 30T. This switch means 2
1 is a manual switch that is selectively opened/closed by an attendant, or an electromagnetic switch that is automatically opened/closed under certain conditions. Next, to explain the operating principle of the present invention, in a state where a voltage is being supplied from the substation 20 to the contact wires 1 1R, 1 1S, 1 1T via the feeder lines 15R, 15S, 15T, for example, Due to deteriorating weather conditions such as a drop in ambient temperature and the presence of snow and water, trolley track 11R,
11S. 11T is in a state where it is likely to freeze, the switch means 21 is automatically activated by manual operation by a staff member or according to certain conditions.
is closed, and an alternating current voltage is applied to the primary winding of each feedthrough transformer 30R, 30S, 30T.

Accordingly, an alternating magnetic flux is generated in the iron core 32 of each through-hole transformer 30R, 30S, 30T, thereby causing an induced alternating current to flow through the feeder wires 15R, 5S, 15T of each phase passing through the through-hole 33. . This feedthrough transformer 30 for each phase
The alternating current induced by the alternating magnetic flux of R, 30S, and 30T flows through the feeder wire 15R. 15S, 15T and trolley lines 11R, 11S, 1 connected in parallel to the feeder lines of each phase
Power is applied to the separate circuits for each phase with 1T. Therefore, during train operation, each of the trolley lines 11R, 11S, and 11T receives a current that is the sum of the load current supplied to the train via the feeder lines 15R, 15S, and 15T, and the induced current of the through transformer. The contact line 11R'11S may be damaged by the increased current flowing or by only the induced current during train holidays.
, 11T generates Joule heat to melt ice on the contact line and prevent it from freezing. At this time, during train operation, the current direction of the load current supplied to the trolley lines 311R, 11S, 11T of each phase and the through transformers 30R, 3
The current direction is the same as the induced current of 0S and 30T,
In addition, since the fin currents flowing through the feeder lines 15R, 15S, and 15T and the induced current of the feedthrough transformer are in opposite directions, the four-tower line generates more Joule heat. Next, in a more preferred embodiment of the present invention, the switching means 21 is automatically activated in response to, for example, weather conditions or other conditions.
A case will be explained in which the power is supplied to the feed-through transformer by closing the transformer.

FIG. 4 is an electrical circuit diagram of a preferred embodiment of the invention.

FIG. 5 shows a meteorological system which can be advantageously used in the embodiment shown in FIG. 4 and is used to automatically determine whether or not to prevent freezing of the trolley track based on the weather conditions by detecting ambient temperature, moisture, and snow. 5 is a detailed circuit diagram of a state determination circuit 50. FIG. Next, an outline of the configuration of this embodiment will be explained with reference to FIGS. 4 and 5. The three-phase trolley lines 11R, 11S
, 11T are connected to one end of each contact of an electromagnetic switch as an example of the switch means 21 via a current breaker 411.

The other terminal of the contact of this electromagnetic switch 21 is connected to one of the through transformers 30R, 30S, and 30T, respectively.
Connected to the next winding. In addition, feeder wires 15R, 15S, 1
A current transformer 431 for detecting overcurrent is installed in one of the 5Ts (15S in the illustration), and the feeder line 1 leading from the substation 20 to the trolley lines 11R, 11S, and 11T.
50R, 150S, 150T (however, the same phase as the current transformer 431: 150S in the diagram) has a current transformer 432
is provided. The current transformer 432 can also be used to prevent the trolley track from freezing by detecting that the amount of current being transmitted is small when there are few trains running, such as at night. The voltage of the trolley lines 11R and 11S derived through the current breaker 411 is
The current is applied to the primary winding of the transformer 42 via a current interrupter 412 .

A control unit 40 is connected to the secondary winding of the transformer 42 and is driven by the power induced in the primary winding. This control unit includes a delay relay coil ID that operates with a delay when the power is turned on, and an overcurrent detection that energizes the relay coil IR according to the overcurrent detection output when the current transformer 431 detects an overcurrent. Circuit 44, temperature detector 471, moisture detector 472, snow detector 473, trolley track thermometer 48
, a weather/trolley temperature/current determination circuit 50 that determines the conditions necessary to heat the trolley line based on the outputs of the current detection current transformers 432 and energizes the relay coil 2R.
, the electromagnetic switch 21 is opened, and the relay coil 21R is opened.
a pilot lamp 491 that displays the power supply status;
A lamp 492 connected in series to the normally open auxiliary point 21a of the electromagnetic switch 21 to notify the closed state of the electromagnetic switch 21 is connected in parallel, and the secondary voltage of the transformer 42 is applied to each of them. Next, the specific operation of the preferred embodiment will be explained with reference to FIGS. 4 and 5.

In a normal state, when the current circuit breakers 411 and 412 are closed, the secondary voltage of the transformer 42 is applied to the control unit 40, so the pilot lamp 491 lights up and the delay relay Z-coil ID turns on. After a certain time delay, the contact IDa is closed, and a voltage is applied to the relay drive power input terminal c of the overcurrent detection circuit 44 and the weather/trolley/current determination circuit 50.

By supplying the relay Z-energizing power to each circuit after the contact IDa of the delay relay coil ID is closed in this way, there is an advantage that malfunction can be prevented during the time from when the power is turned on until the steady state is reached. And overcurrent detection circuit 4
4 is the feeder line 15S detected by current transformers 431 and 432
If the current is not an overcurrent exceeding a predetermined current value, the connection between output terminal a and terminal c is opened and relay coil I
Do not energize R. Therefore, the normally closed contact of the relay coil IR remains open, but since the relay coil 2R is not energized, the contact 2Ra remains open. Therefore, the relay coil 21R is not energized, the electromagnetic switch 21 is kept open, and the through transformers 30R, 30S
, 30T is not supplied. Next, the operation for preventing freezing of the trolley line, which is a feature of the present invention, will be explained. First, the operation of preventing freezing of the trolley line according to the surrounding weather conditions will be explained. As the temperature sensor 471, for example, a transistor or a thermocouple whose characteristics change depending on temperature changes is used. Also t
The moisture detector 472 is one that changes impedance when water accumulates, thereby reducing the output voltage. In addition, the snow detector 473 heats the part that receives clouds to melt fallen snow, and uses the melted snow in the same way as the moisture detector 472 to change the impedance and output voltage according to the presence of water. The one that decreases is used. Further, as the trolley temperature detector 4811, for example, a thermocouple is used that changes the output voltage depending on the temperature change. Further, a current transformer is used as the current detector 432. The detection outputs of the temperature detector 471, moisture detector 472, snow detector 473, trolley temperature detector 481, and current detector 432 are transmitted by the amplifier 511 included in the weather/trolley temperature/current determination circuit 50,
512, 513, 514 and determination circuit 526, respectively. The voltage output correlated to the ambient temperature amplified by the amplifier 511 is given to determination circuits 521 and 522. This determination circuit 522 discriminates the voltage value correlated with the ambient temperature at a certain level, and when the ambient temperature is, for example, 12
When the temperature is below .degree. C., a high level (hereinafter referred to as "H") signal is derived and applied as one input to the AND gate 541.
Further, the determination circuit 523 determines that the output voltage of the moisture detector 472 has dropped below a predetermined voltage value due to the presence of moisture, derives an "H" signal, and supplies it as one input to the OR gate 531. Further, the determination circuit 524 derives an "H" signal when the output of the snow detector 473 drops below a predetermined voltage value due to the presence of snow, and outputs an "H" signal to the OR gate 5.
31 as the other input. Further, the determination circuit 525 discriminates the voltage value correlated with the trolley IJ temperature at a certain level, and selects "H" when the trolley temperature is, for example, 1200 or less.
The signal is derived and provided as an input to the OR gate 532. Further, the determination circuit 526 discriminates the trolley current at a certain level, and when the trolley current is, for example, 5 ships or less, "
H'' signal is derived and provided as the other input of OR gate 532. Therefore, the asod gate 541 detects moisture or snow when the ambient temperature is below a predetermined set temperature (for example, 12 degrees Celsius), and when the trolley temperature is below a predetermined set temperature (for example, 120 degrees Celsius) or when the trolley current When the value is less than a predetermined value (for example, 50 A), an "H" signal is derived as a signal for instructing heating of the trolley line. Further, the determination circuit 521 has previously set a set temperature (i.e., -100) that is lower by 3°C than the set temperature (e.g., 1200) set in the determination circuit 522, and the ambient temperature is 1℃) or below 4
0rH” signal is derived. Therefore, AND gate 542
The ambient temperature is below the set temperature (for example -1℃) and the trolley temperature is below the predetermined set temperature (for example 1200℃) or the trolley current is at a predetermined value (for example 50A).
In the following cases, an "H" signal is derived as a signal for heating and cooling the contact wire. These AND gates 541,
Each output of 542 is derived as a signal to energize the relay coil 2R via the OR gate 55. Therefore, when the "H" signal is given from the OR gate 55, the weather/trolley temperature/current determination circuit 50 closes the normally open contact 2Ra by shorting the terminals c and a and energizing the relay coil 2R. and thereby relay coil 2
1R is energized. In response, the electromagnetic switch 21 is closed. In this way, when the electromagnetic switch 21 is activated, an alternating current voltage is applied to the primary winding 31 of each feedthrough transformer 30R, 30S, and 30T, and an alternating magnetic flux is induced in the iron core 32 of each feedthrough transformer. The induced current in each phase of feeder line 1
5R, 15S, 16T and Toro/IJ line 11R, 11S
, 11T, and generates Joule heat in the contact line to heat it and prevent it from freezing. At the same time, the normally open auxiliary contact 21a of the relay coil 21R is opened, so that the lamp 492 is lit to notify the heating state of the trolley line. In addition, in the above-mentioned example, the weather conditions based on the output states of the temperature detector 471, the moisture detector 472, and the snow detector 473, the output of the trolley temperature detector 481, and the output of the current detector 432 are determined. Although the case has been described in which the heating condition of the trolley line is determined based on a combination of conditions, the output of each of these detectors may be derived individually and the heating condition may be determined based on the individual conditions.

In addition, as weather conditions, not only the weather conditions that require heating of the contact wire are determined based on the ambient temperature and the presence or absence of moisture and snow, but also the conditions of ambient temperature and the presence or absence of moisture, or the conditions of ambient temperature and the presence or absence of snow, It may also be performed based on other weather conditions (for example, fog, humidity, etc.). Moreover, since the trolley temperature and the trolley current have a certain correlation, either the trolley temperature detector 481 or the current detector 432 may be omitted. Next, the operation when an overcurrent flows through the trolley line will be explained. Regardless of the fact that the contact line heating current induced by the through transformers 30R, 30S, and 30T is flowing into the closed circuit constituted by the feeder line and the contact line, the temperature detector 471, the moisture detector 472, As a countermeasure in the unlikely event that either the snow detector 473 or the trolley temperature detector 481 malfunctions and cannot be detected accurately, it is possible to prevent , the overcurrent detection circuit 44 short-circuits terminals c and a to energize the relay coil IR. In response, the normally open contact IRa of the relay coil IR is closed to self-maintain the energized state of the relay coil IR, and the normally closed contact IRb is opened.
Therefore, the relay coil 21R is deenergized, thereby opening the electromagnetic switch 21. Therefore, the AC voltage applied to the primary windings of the feedthrough transformers 30R'30S and 30T is cut off, and the feedthrough transformers stop applying induced current to the feeder line, thereby stopping heating by the feedthrough transformers. As mentioned above, according to this embodiment, the contact line is heated with alternating current by simply providing a feed-through transformer, without using a transformer or rectifier circuit to heat the contact line with a DC power supply. A large-capacity transformer or rectifier circuit is not required, the machine construction is simplified, maintenance is easy, and it is possible to prevent the contact line from freezing at an extremely low cost.

In addition, the contact line is heated by applying an AC voltage to the primary side of the feed-through transformer and passing the induced current induced in the secondary conductor of the feed-through transformer into a closed circuit between the feeder wire and the contact wire. Therefore, the power consumption for preventing the trolley line from freezing can be reduced, making it extremely efficient. In addition, the heating condition of the contact line is determined based on the surrounding weather conditions, the temperature of the contact line, current, etc., and the heating of the contact line is controlled for each section based on the determination results.
The contact line can be heated automatically, and unnecessary sections can be prevented from being heated. Furthermore, according to this embodiment,
It can also be used in the case of a single track, rather than a double track tram line with up and down lines. In addition, in the above-mentioned embodiment, the case where a three-phase AC power transmission system is used as the contact line and the electric wire is explained, but it goes without saying that the present invention can be applied to a single-phase AC power transmission system or other multi-phase power transmission system. Nor.

As described above, according to the present invention, the system structure is simplified and inexpensive, and the contact line can be heated for each section, and the power consumption for heating the contact line can be reduced. A deicing device for a trolley line is obtained.

[Brief explanation of the drawing]

FIG. 1 is an illustrative diagram of a conventional trolley line antifreeze device. FIG. 2 is an illustrative diagram showing the principle of this invention. FIG. 3 is a detailed diagram of the feedthrough transformer applied to the present invention.
FIG. 4 is an electrical circuit diagram of a preferred embodiment of the invention. FIG. 5 is a detailed circuit diagram of the weather condition determination circuit 50. In the figure, 11R, 11S, 11T are trolley lines,
15R, 15S, 15T are feeder cables
, 20' substation, 21 switch means (electromagnetic switch)
, 30R, 30S, 30T are through transformers, 411, 4
12 is a current breaker, 42 is a transformer, 431, 432 is a current detector, 44 is an overcurrent detection circuit, 471 is a temperature detector, 472 is a moisture detector, 473 is a snow detector, 48 is a thermometer, 481 is a thermocouple, 50 is a weather/trolley temperature/current determination circuit, and IR and 2R are relay coils. Figure 1 Figure 3 Figure 2 Figure 4 Figure 5

Claims (1)

[Scope of Claims] 1. At least two trolley lines for supplying alternating current power to a train, each of the trolley lines being connected in parallel at a certain interval to form a closed circuit, and connected to the corresponding trolley lines in each section. at least two feeder wires providing a feeder voltage, and said two
AC voltage between the main contact wires is applied as the primary input,
and a through transformer disposed to penetrate each feeder line so as to supply an alternating current induced on the secondary side to each of the corresponding feeder wires, and an alternating current induced on the secondary side of the feeder transformer. is applied to the feeder wire to energize a closed circuit between the feeder wire and the contact wire, thereby generating Joule heat in the contact wire to prevent the contact wire from freezing. Antifreeze device. 2. The above-mentioned freezing prevention device for a contact line further includes a switch means for selectively applying an alternating current voltage between two contact wires to each of the through-transformers. The antifreeze device for trolley lines according to item 1. 3. The anti-freezing device for the trolley line includes a trolley temperature detection means for detecting the temperature of the at least one trolley line, and a means for detecting when the temperature of the trolley line has fallen below a predetermined temperature according to the output of the trolley temperature detection means. further comprising a first determining means for determining, and the switching means is configured to determine whether the first
3. The antifreezing device for a trolley line according to claim 2, wherein an alternating current voltage between the two trolley lines is applied to each of the feedthrough transformers in response to the output of the determining means. 4. The above-mentioned anti-freezing device for the trolley line includes a weather condition detection means for detecting the weather condition in each section of the above-mentioned trolley line, and a means for detecting weather conditions that require heating of the trolley line based on the output of the weather condition detection means. and a second determining means for determining, and the switching means applies an AC voltage between the two trolley lines to each of the feedthrough transformers in response to the output of the second determining means. An antifreezing device for a trolley line according to claim 2 or 3. 5. Claim 4, wherein the weather condition detection means is an ambient temperature detector that detects ambient temperature.
Anti-freezing device for trolley lines as described in . 6. Freezing of the trolley line according to claim 4, wherein the weather condition detection means comprises an ambient temperature detector that detects ambient temperature and a moisture detector that detects the presence of moisture. Prevention device. 7. Antifreezing of a trolley line according to claim 4, wherein the weather condition detection means comprises an ambient temperature detector that detects ambient temperature and a snow detector that detects the presence of snow. Device. 8. The weather condition detection means comprises an ambient temperature detector for detecting ambient temperature, a moisture detector for detecting the presence of moisture, and a snow detector for detecting the presence of snow. Anti-freeze device for trolley line according to scope 4. 9. The trolley line antifreeze device includes a current detection means for detecting a current flowing in the feeder line in relation to at least one feeder line in each section, and a current detection means for detecting a current flowing in the feeder line based on the output of the current detection means. and a third determining means for determining that an overcurrent equal to or higher than a predetermined current value has flowed in the trolley line in the corresponding section, and the switching means is configured to control each of the above in response to the output of the third determining means. 9. The anti-freezing device for a trolley line according to claim 8, wherein the anti-freezing device for a trolley line cuts off the traffic voltage applied to the feed-through transformer. 10 The above-mentioned antifreezing device for a trolley line includes a current detection means for detecting a current flowing in the feeder line in relation to at least one feeder in each section, and a current detection means for detecting a current flowing in the feeder line in relation to at least one feeder in each section, and a current detection means for detecting a current flowing in the feeder line based on the output of the current detection means. and a fourth determining means for determining that an excessively low current equal to or less than a predetermined current value is flowing in the trolley line in the corresponding section, and the switching means includes:
According to any one of claims 2 to 8, the alternating current voltage between the two trolley lines is applied to each of the through transformers in response to the output of the fourth determining means. antifreeze device for trolley tracks. 11 The above-mentioned trolley line and the above-mentioned feeder line each consist of 3 lines, and each of the 3 through transformers is disposed to penetrate each of the 3 above-mentioned feeder lines. The antifreeze device for a trolley line according to any one of items 1 to 10.