JPS6343840A - Feeder set for ac system electric railroad - Google Patents

Abstract

PURPOSE:To reduce the number of setup units of an autotransformer, by installing each electric-car line and a common cable line in parallel, and connecting a communication trouble preventing autotransformer, serving as common use, to each electric car line and each rail, while setting up each switching device among them. CONSTITUTION:At the time of usual feeding, each of switches ST and SR is turned on, while each switch SFT comes off. Therefore, each feed circuit is formed in both up and down lines, and each induced current to be produced as an electric car travels on an up electric-car line 1b and a down electric-car line 1f is absorbed by each autotransformer AT. In consequence, inductive interference against a communication-information line is surely preventable. On the other hand, for example, when a ground accident occurs in an F point of the electric-car line 1b, the accident current is detected by a substation SS, and each of breakers 8m and 8n is interrupted. With this constitution, the electric-car line 1b at the accident occurring side and a rail 3a are separated from a feeder circuit, while power is fed to the down electric-car line 1f of a sound line via a common cable line 21a.

Description

DETAILED DESCRIPTION OF THE INVENTION A. Field of Industrial Application The present invention relates to a power supply device for electric railways, and more particularly to a power supply device for AC electric railways.

B6 Summary of the Invention The present invention relates to a power supply device for an AC electric railway that supplies alternating current power to electric cars located under overhead contact lines. A second overhead contact line and a shared feeder line are installed in parallel with each other, and a first overhead contact line is installed along these overhead contact lines. A second rail is laid, and the first and second overhead contact lines and the first . Autotransformers for communication failure prevention that are shared by the second rail are installed in series at predetermined intervals along the first and second contact lines, and when an accident occurs on the contact line, the contact line and rail on the side where the accident occurred are connected. By providing a switching means that disconnects the autotransformer from the autotransformer and connects the autotransformer to the common feeder line, the number of autotransformers installed can be reduced, simplifying and reducing the cost of the device. When an accident occurs on a contact line, only the faulty line is immediately disconnected from the power supply circuit, and by using a shared feeder line, power can be supplied to the contact line on the healthy line side without waiting for the accident to be restored.

C1 Prior Art Generally, in electric railways, a required number of substations are installed at appropriate intervals along railway lines, and electric power lines are divided into adjacent substations and lines to form power supply lines.

Figure 2 shows an example of a conventional power supply system for an AC electric railway, where la, Ib, lc, and ld are main train tracks that form an upline and are connected at a predetermined distance from each other.
le, if, Ig, and lh are main train tracks that are connected at a predetermined distance from each other and form down lines.

Reference numerals 28 to 2h indicate end wires which are arranged in parallel with the main overhead contact lines 1a to 1h, respectively, and are arranged in series at a predetermined distance from each other.

3a and 3b are the main train tracks 1a to 1h and the end line 2a
The rails were laid along 2h. 4 is the first
An end-type transformer of an end-type substation SSI, for example, consisting of a Scotto connection transformer. The input side of this transformer 4=4- is connected to a commercial frequency 3-phase AC power supply (not shown), and the output side is connected to the main electric line 1a, Ib, le, if
, end line 2a, 2b, 2e, 2f and rail 3a
, 3b, respectively. 5 is the substation S81
The end-type transformer of the second end-type substation SS2 adjacent to the second end-type substation SS2 is, for example, a Scott-connected transformer. The input side of this transformer 5 is connected to a commercial frequency three-phase AC power supply (not shown), and the output side is connected to the main train lines 1c, ld, Ig, l.
h, are connected to the end wires 2c, 2d, 2g, 2h and the rails 3a, 3b, respectively. 6a, 6b,
6c, 6d, 6e, and 6f are dead sections 7a, 7b, and 7c between adjacent main train tracks.

7d, 7e, 7f, 7g, 7h, 7i, 7
j, 7, and 7 (2) are intermediate train tracks provided respectively. Intermediate train track 6a and main train track 1a, I
A circuit breaker 8a, 8b is connected between the intermediate contact line 6b and the main contact line 1b, ], and a circuit breaker 8c is connected between the intermediate contact line 6b and the main contact line 1b.
, 8d are connected to each other, and circuit breakers 8e and 8f are connected between the intermediate contact line 6c and the main contact line 1c and 16, respectively. Also, for the down line, circuit breakers 8g and 8h are connected between the intermediate overhead contact line 6d and the main overhead contact line 1e, if, respectively, and between the intermediate overhead contact line 6e and the main overhead contact line 1f.

Circuit breakers 8i and 8j are connected between 1g and 1g, respectively, and circuit breakers 8 are connected between intermediate tramway 6f and main tramway 1g and lb.
8Q are connected to each other. The circuit breakers 8a to 8σ are controlled to be turned on or off depending on the location of the electric cars 9a, 9b. Reference numerals 10a to 10Lot are autotransformers (with a turns ratio of, for example, 1.1) for preventing inductive disturbances to communication information lines provided along railway tracks.

These autotransformers 10a-Lot are connected to main train lines 1a-1.
One end is connected to the main train line, the other end is connected to the feeder line, and the middle point of the winding is connected to the rail.

The part where 6e is provided is the first and second end type substation SSI, and the end type separation station s where the end type section of SS2 is divided.
It forms p.

In the device configured as described above, the end type transformer 4
The output current of the main overhead contact lines 1a, lb, le, 1.
f.

Power lines 2a, 2b, 2e, 2f and rail 3a
, 3b, and the output current of the end type transformer 5 flows to the main contact line 1., 3b. c, ld.

Ig, lh, feeder wires 2c, 2d, 2g, 2h, and rail 3a.

Flows to 3b. As a result, AC power is supplied to the electric cars 9a and 9b running under the overhead contact lines. Electric car 9 here
The induced current generated by the current flowing through the electric cars 9a and 9b is the autotransformer 1 near the running position of the electric cars 9a and 9b.
Since it is absorbed by 0a~Lot, communication information line 1
No communication failure occurs in 1a and llb.

Problems to be Solved by the Invention The power supply device configured as described above has autotransformers installed on each of the up and down train tracks, so the number of installed autotransformers is very large. This has the disadvantage that the initial investment for equipment increases. In addition, because a large number of autotransformers are installed, the utilization rate of autotransformers decreases, and power consumption by autotransformers increases, resulting in large power losses and problems such as increased operating costs. there were.

The present invention has been made in view of the above points, and an object of the present invention is to provide a power supply device for an AC electric railway that can reliably prevent induction disturbances to communication information lines even if the number of installed autotransformers is reduced. It is said that

Means for Solving Problem E2 The present invention provides a power supply device for an AC electric railway that supplies AC power to electric cars existing under overhead contact lines, which are installed in parallel with each other and are supplied with current from an AC power source. first and second overhead contact lines; first and second rails each laid along the first and second overhead contact lines and supplied with current from an AC power source; and the first and second overhead contact lines. are connected at predetermined intervals along the contact line, and when the contact line is in normal condition, one end is connected to the first contact line, the other end is connected to the second contact line, and the midpoint of the winding is connected to the first contact line and the second contact line. When a ground fault occurs between the autotransformer connected to the second rail, the common feeder line installed in parallel to the first and second N lanes, and the first and second overhead contact lines, the contact line on the side where the accident occurred a first opening/closing means for opening and closing an electric path connecting the AC power source and the AC power source, and closing an electric path connecting the AC power source and the shared feeder line; An electric line connecting one end of the autotransformer and the first overhead contact line is opened, and an electric line connecting one end of the autotransformer and the common feeder line is closed, so that when a ground fault occurs on the second overhead contact line, the autotransformer is closed. a second opening/closing means for opening an electric line connecting the other end of the autotransformer and the second overhead contact line, and closing an electric line connecting the other end of the autotransformer and the common feeder line; When a ground fault occurs, the electric path connecting the winding midpoint of the autotransformer and the first rail is opened, and when a ground fault occurs on the second contact line, the winding midpoint of the autotransformer and the winding midpoint of the autotransformer are opened. The present invention is characterized by comprising a third opening/closing means for opening the electric path connecting the second rail.

F6 action When the first and second contact wires are in a normal state, the induced current caused by the electric car running under the first contact wire and the induced current caused by the electric car running under the second contact wire are both Both are absorbed by an autotransformer. Therefore, induction disturbances to communication information lines can be reliably prevented with a small number of autotransformers. Also, 1st. If a ground fault occurs on the second contact line, the contact line and rail on the side where the accident occurred are disconnected from the AC power supply and the autotransformer, and the normal contact line is connected to the common feeder line and the autotransformer. Power is supplied via a transformer.

G. Embodiment Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In FIG. 1, the same parts as in FIG. 2 are shown with the same reference numerals, and the explanation thereof will be omitted. A.T.

~AT is an autotransformer commonly used for the up-tram track 1b and down-tram track 1f;
b, if, at predetermined intervals (for example, 8 to 10 km). Reference numeral 21a denotes a common feeder line installed in parallel with the electric train tracks 1b and if. One end of the upstream train line 1b is connected to the output terminal U of the end type transformer 4 via a switch ST+ and a circuit breaker 8m. One end of the down train line 1f is connected to the output terminal (2) of the end type transformer 4 via a switch ST2 and a circuit breaker 8n.

A switch 5 is installed on the electrical circuit connecting the circuit breaker 8m and the common feeder line 21a.
An FTI is inserted, and a switch 5FT2 is inserted in the electric path connecting the circuit breaker 8n and the common feeder line 21a. Autotransformer AT, AT2. AT3. A switch 5FTI is installed in the electric circuit connecting each end of AT4 and the common feeder line 21a.
5FT2 I+ 5FT3 l+ 5FT41 are inserted respectively. Autotransformer AT, AT, AT3
Switches S Tll+ STt++ 5T31+ 5T41 are installed on the electrical circuits connecting each end of ゜AT and the upstream train track 1b.
are inserted respectively. Autotransformer AT,, ATt,
AT3. A switch 5FT1215FTt2+5FT321 is installed on the electric circuit connecting each other end of AT and the common feeder line 21a.
5FT42 are inserted respectively. Autotransformer AT,
AT,, AT3. A switch ST+2+5T22+5 is installed on the electric line connecting each other end of the AT and the downbound train track 1f.
T92+5T42 are inserted respectively. The midpoint of the winding of the autotransformer AT is connected to the output terminal W of the end type transformer 4.

Autotransformers AT, AT, AT3. A switch 5 is installed in the electric line connecting the midpoint of each winding of AT and the rail 3a of the up line.
R11+ 5Rffil+5R31+5R41 are inserted respectively. Autotransformer AT,.

AT2. AT3. Electric circuit switch SR+2+S connecting the middle point of each winding of AT4 and the rail 3b of the down line
R22+S R32+S R42 are inserted respectively. Said switch SR+ l+ SR21+ SR3+
Between +5R41 and rail 3a, there is a failure point locating device F Lll+ FL21+ FL with a fault line selection function.
31+FL41 are provided respectively. Said switch S
R+ 2 + SR22+ SR32+5 Between the R4t and the rail 3b, there is a failure point locating device FL12. Fl, 22. Ft, st+ FL42
A tail is provided for each. The switch STI, ST2.
5FTI, 5FT2゜STゞ5T41. ST Sumire 2ゞ5
rt2+5FTI+++5FT4113FTII-ゞ5
FT4215RII-3R411SR+2 ~ 5Rt2 is a failure point locating device P L++ ~ FL when an overhead contact line accident occurs.
411 Based on the failed line selection operation of FL12 to FL42, opening/closing control is performed in consideration of the following two conditions.

Condition ■・・・5FTI and 5FT2.5FTII and 5FT12. SF? ? + and 5Fttt, 5FT31
and 5FT3t+ 5FT41 and 5FT4t must not have closed circuit states superimposed.

Condition ■・・・SR++ and 5R121SR2+ and 5
R22+ 5R31, 5R32+5R41, and 5R42 must not have overlapping open circuit states.

It should be noted that autotransformers are also provided on the up train track 1c and the down train track 1g in the same manner as described above, but they are not shown. In addition, 21b shown in the figure is a common feeder line installed in parallel with the overhead contact line 1c and Ig, 22 is the upper and lower equipment, 3C
indicate the upper and lower rails, respectively.

Next, the operation of the apparatus configured as described above will be described.

First, during normal power supply, switch S Tl+ ST2+ S
Tl+""'5T41+5T12~ST4! , 5RI
I-8R4115R12 to 5R42 are turned on,
Switch 5FTI, 5rTa, 5FTII~5FT4
1.5FT12 to 5FT12 are in the off state.

For this reason, the up line.

A power supply circuit is also formed on the down line, and the induced current generated when electric cars (not shown) run under the up train track 1b and under the down train track lf are both transferred to the autotransformer AT,
~Absorbed by AT4. This makes it possible to reliably prevent induction disturbances to the communication information line. Next, it is assumed that a ground fault accident occurs at point F on the upstream train track 1b. In this case, the fault current flowing to the fault point F is detected by a fault detector (not shown) in the substation SS, and the control device (not shown) interrupts the circuit breakers 8m and 8n to provide protection. At this time, the failure point locating device FL21+FL31 selects the faulty line until the circuit breakers 8m and 8n are cut off. After confirming that the circuit breakers 8m and 8n of the substation S81 are disconnected, the selected fault lines, that is, the upstream train track 1b and the rail 3a, are disconnected and the common feeder line 21a is connected as follows. That is, switch S
Tl+ 5T11 to 5T41+5R11 to 5R41 are opened, and the switches S F T l+ S F T + , ~
5FT41 is closed. Once this opening/closing operation is completed, circuit breakers 8m and 8n of substation SSL will be turned on. As a result, the accident side electric train line 1b and the rail 3a are separated from the power supply circuit, and power is supplied to the down line electric train line 1f of the healthy line via the shared feeder line 21a. In this case, the induced current generated by the electric car running under the downbound train track 1f is absorbed by the autotransformers AT+ to AT, as in the case of normal power supply, and communication failure can be prevented.

In addition, if a ground fault occurs on the 1f side of the down train track,
The same operation as described above is achieved only by controlling the opening/closing state of the switch in the opposite direction.

H0 Effects of the invention As described above, according to the invention, even if the number of installed autotransformers is greatly reduced, induction disturbances to communication information lines can be reliably prevented. Therefore, initial investment in equipment can be reduced, and equipment can be simplified and costs can be reduced. Furthermore, since the number of autotransformers installed is small, the utilization rate of the autotransformers increases, power consumption by the autotransformers decreases, and power loss is reduced.

Furthermore, when a contact line accident occurs, the faulty line can be disconnected and power can be supplied to the healthy contact line side via the shared feeder line, so the reliability of the power supply device is significantly improved.

[Brief explanation of the drawing]

FIG. 1 is a circuit diagram showing an embodiment of the present invention, and FIG. 2 is a circuit diagram showing an example of a conventional power supply device. la, Ib, Ic, Id, le, If, I
g, lh--main train track, 2a, 2b, 2c,
2d, 2e, 2f, 2g, 2h one-end wire, 3a,
3b・Rail, 4.5・End type transformer, 6a, 6
b, 6c, 6d. 6e, 6f - Intermediate train track, 8a to 8n - Circuit breaker, 9
a, 9b...Electric car, AT, ~AT4.10a~
10z-autotransformer, ]1a. 11b... Communication information line, 21a, 21b... Shared power line. 1a~1h-1---Lord? ! Kuruma Itohan 2a~2h----4 Denku 3a, 3b---L-ru 8a~81---Ichibanmomi 9a, 9b---4 Kibo

Claims (1)

[Scope of Claims] In a power supply device for an AC electric railway that supplies AC power to electric cars existing under overhead contact lines, there are provided two main parts that are arranged in parallel with each other and that are supplied with current from an AC power supply.
and a second overhead contact line; first and second rails each laid along the first and second overhead contact lines and supplied with current from an AC power source; and along the first and second overhead contact lines. They are connected at predetermined intervals, and when the contact wire is in normal condition, one end is connected to the first contact wire, the other end is connected to the second contact wire, and the midpoint of the winding is connected to the first and second rails. an autotransformer connected to the contact line, a common feeder line installed in parallel to the first and second contact lines, and a ground fault between the first and second contact lines, and a ground fault between the contact line and the alternating current on the side where the accident occurred. a first opening/closing means for opening an electric line connecting the power source and closing an electric line connecting the AC power source and the common feeder line; opening an electric line connecting the first overhead contact line, and closing an electric line connecting one end of the autotransformer and the common feeder line;
When a ground fault occurs in the second contact line, an electric line connecting the other end of the autotransformer and the second contact line is opened, and an electric line connecting the other end of the autotransformer and the common feeder line is closed. a second opening/closing means comprising: a second opening/closing means that opens an electric line connecting a winding midpoint of the autotransformer and the first rail when a ground fault occurs on the first overhead contact line; A power supply device for an AC electric railway, comprising: third opening/closing means for opening an electric path connecting the middle point of the winding of the autotransformer and the second rail when a fault occurs.