JPH0543530B2 - - Google Patents

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.

B. Summary of the Invention The present invention provides a power supply device for an AC electric railway that supplies alternating current power to electric cars existing under contact lines, in which first and second contact lines to which alternating current is supplied and a shared feeder line are connected to each other. In addition to laying the first and second rails in parallel with each other, the first and second rails are installed along these contact lines, and a single roll for preventing communication failure is shared by the first and second contact lines and the first and second rails. Transformers are installed in series at predetermined intervals along the first and second overhead contact lines, and when an accident occurs on the overhead contact line, the overhead contact line and rail on the side where the accident occurred are disconnected from the autotransformer, and the autotransformer is used in common. By providing a switching means to connect to the power line, the number of autotransformers installed can be reduced, simplifying the equipment and reducing costs.In addition, in the event of a contact line accident, only the faulty line can be immediately disconnected from the power supply circuit. ,
By using a shared power line, power can be supplied to the contact line on the healthy circuit side without waiting for recovery from the accident.

C. Prior Art In general, in electric railways, a required number of substations are installed at appropriate intervals along railway tracks, and the electric train tracks are divided into adjacent substations and track rows to form power supply lines.

FIG. 2 shows an example of a conventional power supply system for an AC electric railway, in which 1a, 1b, 1c, and 1d are main train tracks that form an upline that are connected at a predetermined distance from each other, 1e, Reference numerals 1f and 1h are main train tracks that form a down line that are spaced apart from each other by a predetermined distance. Reference numerals 2a to 2h designate feeder wires which are arranged in parallel with the main train tracks 1a to 1h, respectively, and are also arranged in series at a predetermined distance from each other. 3a and 3b are main train tracks 1
These are rails laid along the feeder lines a to 1h and the feeder lines 2a to 2h, respectively. 4 is the first power substation
An SS ₁ power transformer, consisting of, for example, a Scotto connection transformer. The input side of this transformer 4 is connected to a commercial frequency three-phase AC power supply (not shown), and the output side is connected to the main train lines 1a, 1b, 1e, 1f, and the feeder line 2.
a, 2b, 2e, 2f and rails 3a, 3b, respectively. Reference numeral 5 denotes a feed transformer of a second feed power substation SS ₂ adjacent to the substation SS ₁ , and is composed of, for example, a Scott connection 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, 1
d, 1g, 1h, feeder wire 2c, 2d, 2g, 2h
and are connected to rails 3a and 3b, respectively.
6a, 6b, 6c, 6d, 6e, 6f are dead sections 7a, 7b, 7 between adjacent main train tracks.
c, 7d, 7e, 7f, 7g, 7h, 7i, 7
These are intermediate electric train tracks provided via J, 7k, and 7l, respectively. Intermediate train track 6a and main train track 1
Circuit breakers 8a and 8b are connected between the intermediate overhead contact lines 6b and the main overhead contact lines 1b and 1c, respectively. There is a circuit breaker 8 between
e and 8f are connected to each other. Also, regarding the down line, there is an intermediate train track 6d and main train tracks 1e and 1f.
Circuit breakers 8g and 8h are connected between them, circuit breakers 8i and 8j are connected between intermediate overhead contact line 6e and main overhead contact line 1f and 1g, and circuit breakers 8i and 8j are connected between intermediate overhead contact line 6f and main overhead contact line 1g and 1h, respectively. The circuit breakers 8k and 8l are connected respectively. The circuit breakers 8a to 8l are controlled to be turned on or off depending on the location of the electric cars 9a, 9b. Reference numerals 10a to 10t 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 to 10
t is provided at both ends and intermediate points of the main overhead contact lines 1a to 1h, and one end is connected to the main overhead contact line, the other end is connected to the feeder line, and the midpoint of the winding is connected to the rail. Note that the portions where the intermediate train tracks 6b and 6e are provided are the first and second feeder substations SS ₁ and SS ₂
It forms the feeder classification station SP where the feeder sections are divided.

In the device configured as described above, the output current of the feeder transformer 4 is
e, 1f, the feeder lines 2a, 2b, 2e, 2f and the rails 3a, 3b, and the output current of the feeder transformer 5 flows through the main power lines 1c, 1d, 1g, 1h, the feeder lines 2c, 2d, 2g, 2h and rails 3a, 3
flows to b. As a result, AC power is supplied to electric cars 9a and 9b running under the overhead contact line. Here, the induced current generated by the current flowing through the electric cars 9a, 9b is absorbed by the autotransformers 10a to 10t near the running positions of the electric cars 9a, 9b, so the communication information line 11a, No communication failure occurs in 11b.

D Problems to be Solved by the Invention Since the power supply device configured as described above has autotransformers installed on each of the up and down train tracks, the number of installed autotransformers is greatly increased. The disadvantage was that the initial investment in equipment increased. 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. It was hot.

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

E. Means for Solving the Problems 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. first and second overhead contact lines; first and second rails laid along the first and second overhead contact lines and supplied with current from an AC power supply; and are connected at predetermined intervals, one end of which is connected to the first contact wire, the other end of which is connected to the second contact wire, and the middle point of the winding is connected to the first contact wire and the second contact wire when the contact wire is in normal operation.
an autotransformer connected to the rail, a shared feeder line installed in parallel with the first and second overhead contact lines, and a ground fault between the first and second overhead contact lines; a first opening/closing means for opening an electric path connecting the AC power source and closing an electric path connecting the AC power source and the common feeder line; An electric line connecting one end of the autotransformer and the first 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 contact line, the autotransformer a second opening/closing means for opening an electric line connecting the other end of the autotransformer and the second contact line, and closing an electric line connecting the other end of the autotransformer and the common feeder line; When a fault occurs, the electric path connecting the midpoint of the winding of the autotransformer and the first rail is opened, and when a grounding fault of the second contact line occurs, the midpoint of the winding of the autotransformer and the first rail are opened. The present invention is characterized by comprising a third opening/closing means for opening an electric path connecting the second rail.

F Effect When the first and second overhead contact lines are in normal condition,
Both the induced current generated by the electric car running under the first contact line and the induced current generated by the electric car running under the second contact line are absorbed by the autotransformer. Therefore, induction disturbances to communication information lines can be reliably prevented by using fewer autotransformers. In addition, if a ground fault occurs on the first or second contact line, the switching means will disconnect the contact line and rail on the side where the accident occurred from the AC power supply and the autotransformer, and connect the contact line to a healthy contact line. Power is supplied via a common feeder line and an autotransformer.

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 designated by the same reference numerals, and their explanation will be omitted.
AT ₁ to AT ₄ are autotransformers that are commonly used for the up and down tram lines 1b and 1f, and are serially connected at predetermined intervals (for example, 8 to 10 km) along the tram lines 1b and 1f. ing. Reference numeral 21a denotes a common feeder line installed in parallel with the electric train tracks 1b and 1f. One end of the upstream train line 1b is connected to the output terminal U of the power transformer 4 via the switch S _T1 and the circuit breaker 8m.
It is connected to the. One end of the down train track 1f is connected to the output terminal V of the feeder transformer 4 via a switch S _T2 and a circuit breaker 8n. A switch S _FT1 is inserted in the electrical path connecting the circuit breaker 8m and the common feeder line 21a, and a switch S _FT2 is inserted in the electrical path connecting the circuit breaker 8n and the common feeder line 21a. autotransformer
Switches S _{FT11 , S FT21 , S FT31 ,}
S _FT41 is inserted in each. Autotransformer AT ₁ ,
One end of AT ₂ , AT ₃ , AT ₄ and up train track 1b
Switches S _T11 , S _T21 , S _T31 , and S _T41 are inserted in the electric circuits connecting the two. Autotransformer AT ₁ , AT ₂ ,
Switches S _FT12 , S _FT22 , S _FT32 , and S _FT42 are inserted in the electric circuits connecting the other ends of AT ₃ and AT ₄ to the common feeder line 21a, respectively. Autotransformer AT ₁ , AT ₂ , AT ₃ ,
Switches S _T12 , S _T22 , S _T32 , and S _T42 are inserted in the electric circuits connecting each other end of AT ₄ and the down train track 1f, respectively. The midpoint of the winding of the autotransformer AT ₁ is connected to the output terminal W of the power transformer 4. _{A switch S R11 ,}
S _R21 , S _R31 , and S _R41 are inserted respectively. _{A switch S R12 ,}
S _R22 , S _R32 , and S _R42 are inserted respectively. Between the switches S _R11 , S _R21 , S _R31 , S _R41 and the rail 3a, there is a failure point locating device with a fault line selection function.
F _L11 , F _L21 , F _L31 , and F _L41 are provided, respectively.
The switches S _R12 , S _R22 , S _R32 , S _R42 and the rail 3b
Fault point locating devices F _L12 , F _L22 , F _L32 , and F _L42 each having a fault line sorting function are installed between them.
The switches S _T1 , S _T2 , S _FT1 , S _FT2 , S _T11 to _{S T41} ,
S _T12 ~ S _T42 , S _FT11 ~ S _FT41 , S _FT12 ~ S _FT42 , S _R11 ~
S _R4 and S _R12 to S _R42 are controlled to open and close based on the fault line screening operation of the fault point locating devices F _L11 to F _L41 and F _L12 to _{F L42} , taking into account the following two conditions when a contact line accident occurs. Ru.

Conditions...S _FT1 and S _FT2 , S _FT11 and S _FT12 , S _FT21 and
The closed circuit states of S _FT22 , S _FT31 and S _FT32 , and S _FT41 and S _FT42 must not overlap.

Conditions...S _R11 and S _R12 , S _R21 and S _R22 , S _R31 and
S _R32 , S _R41 , and S _R42 must not have open circuit conditions overlapping.

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 shared feeder line installed in parallel with the overhead contact lines 1c and 1g,
Reference numeral 22 indicates a vertically spanning facility, and 3c indicates a vertically spanning rail.

Next, the operation of the apparatus configured as described above will be described. First, during normal power supply, switches S _T1 , S _T2 , and S _T11
~S _T41 , S _T12 ~S _T42 , S _R11 ~ S _R41 , S _R12 ~ S _R42 are turned on, and the switches S _FT1 , S _FT2 , S _FT11 ~ S _FT41 ,
S _FT12 to S _FT42 are in the off state. Therefore, a power supply circuit is formed for both the up line and the down line, and the induced current generated by electric cars (not shown) running under the up line 1b and the down line 1f is transferred to the autotransformers AT ₁ to AT. Absorbed by ₄ . 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, a fault current flowing to the fault point F is detected by a fault detector (not shown) of the substation SS ₁ , and a control device (not shown) interrupts the circuit breakers 8m and 8n to provide protection. At this time, the failure point locating devices F _L21 and R _L31 select 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 SS ₁ 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, the switches S _T1 , S _T11 ~
Open S _T41 , S _R11 ~ S _R41 , and switch S _FT1 , S _FT11 ~
Close S _FT41 . When the opening/closing operations are completed, circuit breakers 8m and 8n of substation SS ₁ are turned on. As a result, the accident-occurring overhead contact line 1b and rail 3a are separated from the power supply circuit, and power is supplied to the normal downbound contact line 1f via the shared feeder line 21a. In this case, the induced current caused by the electric car running under the down train track 1f is:
As in the case of normal power supply, autotransformers AT ₁ to _{AT 4}
can be absorbed by the network, preventing communication failures.

Incidentally, even if a ground fault occurs on the downbound train track 1f side, the same operation as described above will occur, simply by controlling the opening/closing state of the switch in the opposite direction.

H. Effects of the Invention As described above, according to the present 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. In addition, fewer autotransformers are required, so
The utilization rate of the autotransformer is increased and the power consumption by the autotransformer is reduced, reducing power losses.
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]

Figure 1 is a circuit diagram showing one embodiment of the present invention, Figure 2 is a circuit diagram showing an embodiment of the present invention.
The figure is a circuit diagram showing an example of a conventional power supply device. 1a, 1b, 1c, 1d, 1e, 1f, 1g,
1h...Main train track, 2a, 2b, 2c, 2d,
2e, 2f, 2g, 2h...feeding wire, 3a, 3b
...Rail, 4, 5...Feeding transformer, 6a, 6
b, 6c, 6d, 6e, 6f... intermediate train track,
8a to 8n...breaker, 9a, 9b...electric car,
AT ₁ ~ AT ₄ ~ 10a, 10z...auto transformer,
11a, 11b...communication information line, 21a, 21
b...Common power line.

Claims (1)

[Scope of Claims] 1. In a power supply device for an AC electric railway that supplies AC power to electric cars existing under overhead contact lines, first and second electric cars are installed in parallel with each other and are supplied with current from an AC power source. 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 connected at predetermined intervals along the first and second overhead contact lines. and 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 and second contact lines when the contact line is normal.
an autotransformer connected to the rail, a shared feeder line installed in parallel with the first and second overhead contact lines, and a ground fault between the first and second overhead contact lines; a first opening/closing means for opening an electric line connecting the AC power source and closing an electric line connecting the AC power source and the common feeder line; An electric line connecting one end of the autotransformer and the first 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 contact line, the autotransformer a second opening/closing means for opening an electric line connecting the other end of the autotransformer and the second contact line, and closing an electric line connecting the other end of the autotransformer and the common feeder line; When a fault occurs, the electric path connecting the midpoint of the winding of the autotransformer and the first rail is opened, and when a grounding fault of the second contact line occurs, the midpoint of the winding of the autotransformer and the first rail are opened. A power supply device for an AC electric railway, comprising: a third opening/closing means for opening an electric path connecting a second rail.