JPS6212057B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a power supply method for electric railways, and particularly to a power supply method for AC electric railways.

Generally, in electric railways, a required number of substations are installed at appropriate intervals along the railroad tracks, and the electric train tracks are generally divided into adjacent substations and tracks to form power supply lines. In such power supply equipment, an important issue is how to supply electric power to the electric car while the electric car is in progress.

Figure 1 shows a general feeding circuit for AC electric railways, where 1a and 1b are substations, 2a ₁ , 2
a ₂ , 2b ₁ and 2b ₂ are each a single-phase power supply, and 3 is an overhead contact line. The absolute value of the no-load voltage of each power supply is set to the same value, but the voltage phase differences between power supplies 2a ₁ and 2a ₂ and between power supplies 2b ₁ and 2b ₂ are each constant 90
゜, the voltages of the power supplies 2a ₂ and 2b ₁ have an arbitrary phase difference. Therefore, these power sources are generally not operated in parallel, and in the contact line section where each power source is butted, electric cars pass through sections (dead sections) in a not-off, no-voltage, no-load state.
S is provided. However, for the purpose of ensuring high-speed operation in high-speed electric vehicles, the configuration shown in FIG. 2 is adopted in order to ensure a voltage-free time when the electric vehicle passes through the dead section S.

That is, FIG. 2 shows a different-phase section configuration in a conventional feeding circuit, in which the overhead contact line 3 consists of a first feeding line 3a, a second feeding line 3b, and a third feeding line 3c, and the dead section S ₁ , Has S ₂ . A first substation 1a having a power source 2a and a power source 2
The second substation 1b having the substation 1b is connected via the overhead contact line 3 and the rail 4, and the first feeder line 3
A first wire breaker 5a is connected between the feeder line a and the second feeder line 3b.
are connected, and the second feeder line 3b and the third feeder line 3
A second breaker 5b is connected between the terminals c and 5b.

In the feeding circuit shown in FIG. 2, when the electric car T moves in the direction of the arrow, the shingle breaker 5a is always closed, the shingle breaker 5b is tripped, and the electric car T
When the vehicle passes section S ₁ (point a), enters the section a-b, and steps on the track control circuit TR at point b, the sheath breaker 5a is opened and the sheath breaker 5b is closed.
The switching time from opening of the shield breaker 5a to closing of the shield breaker 5b is set to 300 (ms) ± 50 (ms), and during this period, the power supply to the electric car T is cut off. It turns out.

That is, in this system, the electric car T carries the electric wire 3
Since the electric car T is in a no-voltage state for about 300 (ms) when passing through part b, it has the following drawbacks.

(b) If there is a temporary no-voltage state and an excessive rush occurs when repressurizing, the electric car's shield or breaker may open. Once the shutoff switch is released, the vehicle must brake suddenly and come to a temporary stop, so it takes time to restart the vehicle, causing delays in the driving schedule.

(b) In addition, during a momentary power outage, the voltage drop in the auxiliary power supply inside the car becomes large, and when the auxiliary power supply equipment stops, it takes time for the auxiliary equipment to restart, so the air conditioner stops, and the temperature inside the car becomes unstable.

(c) In particular, in separately excited inverter type regenerative vehicles,
If a no-voltage state occurs due to a momentary interruption of the supplied power during regenerative operation, a commutation failure occurs and regenerative operation is stopped, which has disadvantages such as interfering with suppressed regenerative braking operation.

The present invention eliminates the above-mentioned drawbacks, and its purpose is to prevent momentary interruption of power to the electric car when the electric car passes through a dead section provided between different power sources in parallel. It is an object of the present invention to provide a high-performance power supply method for an electric vehicle that can pass in a powered state.

A power supply method for an AC electric railway according to an embodiment of the present invention will be described below with reference to FIGS. 3 and 4.

As shown in FIG. 3, the first feeder line 3 of the overhead contact line 3
The first shield breaker 5a connected in parallel to the dead section _S1 between the feeder line a and the second feeder line 3b includes a third shield breaker 5c, a winding 6a of the balancing reactor 6, and a cross-flow suppressing reactor. A series circuit consisting of 7a is connected in parallel. Further, in the dead section _S2 between the second feeder line 3b and the third feeder line 3c, there is a third shear disconnector 5c and a winding 6b of the balancing reactor 6.
A series circuit consisting of the cross-flow suppressing reactor 7b and the cross-flow suppressing reactor 7b are connected in parallel to form a switching section circuit.

In the feeding circuit configured as described above, when the electric car T moves from the substation 1a side to the substation 1b side, the edge breaker 5a is always in the closed state, the edge breaker 5b is in the tripped state, and the electricity is While the vehicle T passes through the section _S1 and is in the section a-b, electric power for the electric vehicle is supplied from the substation 1a through the current Ia path as shown in FIG. 4a. That is, the current Ia flows through the first feeder line 3a, the first
The electric power is supplied to the electric car T through a loop made up of the cutter 5a and the second feeder line 3b. Electric car T
As the trajectory progresses further and the track control circuit TR is stepped on at point b, the third sheath breaker 5c is turned on. When the breaker 5c is turned on, the substations 1a and 1b are connected in parallel through the cross-flow suppressing reactor 7a and the balancing reactor 6 connected through 7b, and both substations 1a and 1b are connected in parallel as shown in FIG. 4b. Cross current Ic between and 1b
Then, the load currents Ia and Ib supplied to the electric car T from both substations 1a and 1b flow in a superimposed manner, resulting in a cross current.
Ic is suppressed by reactors 7a and 7b.

If it is confirmed that the third sheath disconnector 5c is turned on, the first sheath disconnector 5a is immediately opened. At this time, the current path is as shown in FIG.
1b share the load equally. That is, the current Ia
=Ib=I _T /2 (I _T is the electric car current), and the pantograph point voltage (telephone line voltage) of the electric car T is E _T
If the voltage E _S at both substations 1a and 1b and the voltage phase difference θ = θa - θb, then E _T = E _S cos θ/2, and unless the phase difference θ between the two substations is ±180°, electric cars cannot be operated. Never leave it in a no-voltage state.

Immediately after confirming that the first breaker 5a is open, the second
Insert the Noshiya disconnector 5b. At this time, the third shield breaker 5c is in the closed state, and the current state of each part is in the fourth state.
As shown in Figure d, it is symmetrical to the case in Figure b,
Both substations 1a suppressed by reactors 7a and 7b
The cross current Ic between and 1b and the current at both substations 1a and 1b
A current flows to the electric car T in which Ia and Ib are superimposed.

After confirming that the second sheath breaker 5b has been turned on, the third sheath breaker 5c is opened. Electric car power at this time is supplied from the second substation 1b as shown in FIG. 4e. Thereafter, after the electric car T passes section _S2 and passes the terminal point d of the track control circuit TR, the second seam breaker 5b is opened, and following that, the first seam breaker 5a is opened. is injected. This state returns to the same state as in Fig. 4a, as shown in Fig. 4f,
Prepare for the passage of the following electric car T′ through section S ₁ .

Therefore, the power supply method according to the present invention has a dead section function during normal times when no electric vehicle is passing, and when an electric vehicle is passing, there is a period in which instantaneous cross current flows (Fig. 4 b, d) and both substations are connected. Electric power can be continuously supplied to the electric car through the process of sharing 1/2 of the load (Fig. 4c), and from the perspective of the electric car, it is similar to passing through a section without section. From this, the method of the present invention has the following effects.

(1) The safety and reliability of electric vehicle operation is improved by eliminating the situations that occur in the conventional system, such as the electric vehicle closing, opening the disconnector, and stopping the auxiliary power source due to the rush of current when the electric vehicle passes through the section.

(2) Electric vehicles using separately excited inverter type regeneration have significantly improved operational safety and reliability.

(3) In the conventional method, there is a no-voltage period, so the installation location of the dead section is limited to a flat part of the track for operational safety reasons, whereas the method of the present invention has no no-voltage period and is limited to the installation location of the dead section. Since there are no substations, there is a great degree of freedom in selecting the location of substations, and it is possible to make investment in electrification equipment more economical.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram showing a power feeding circuit of an AC electric railway, Fig. 2 is a main part configuration diagram for explaining the conventional power feeding system, and Fig. 3 is a main part configuration diagram for explaining the method of the present invention. 4 are feeding circuit state diagrams for explaining the control procedure in FIG. 3. 1a, 1b... Substation, 3... Tram line, 4...
Track, 5a, 5b, 5c...Shipping switch, 6...Balance reactor, 7a, 7b...Reactor for cross current suppression, _S1 , _S2 ...Dead section, T...Electric car, TR...Track control circuit.

Claims (1)

[Claims] 1 In an AC electric railway that supplies power to a single-phase AC feeder circuit from a first substation and a second substation that have different power sources, the substations are connected to the first substation 1a and the second substation 1b, respectively. A contact wire 3b is interposed between contact wires 3a and 3c with a first dead section _S1 and a second dead section _S2 , and first and second contact wires are provided between contact wire 3b and contact wires 3a and 3c, respectively. A third shield disconnector 5c is provided.
Reactors 7a and 7b for suppressing cross-flow are provided via a balance reactor 6 and a cross-flow suppressing reactor 7a, 7b, respectively, from the first substation 1a to the first
A power supply path to the overhead contact line 3b is formed through the contact line disconnector 5a, and the first disconnector 5a is opened after the third disconnector 5c is turned on while the electric car is passing through the overhead contact line 3b. to form a power supply path from both substations to the contact line 3b, and then, after turning on the second cut-off switch 5b, the third cut-off switch 5c is opened to connect the second substation to the contact line 3b. A power supply method for an AC electric railway, characterized in that a power supply path is formed, and after the electric car passes through a second dead section, the second shield breaker 5b is opened and the first shield breaker 5a is turned on. .