JP2004032852A - Apparatus which reduces abnormal voltage in car in rapid transit railway rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an apparatus which reduces abnormal high-voltage surge which occurs in cars when principal voltage is abruptly changed, for example, when the pantograph of motor cars of a rapid transit railway rolling stock or the lead car or rearmost car of a train is brought into or out of contact with an overhead wire or passes a section. <P>SOLUTION: The apparatus which reduces abnormal voltage in car in the rapid transit railway rolling stock is constituted as follows: in rapid transit railway rolling stock, a capacitor 00 (or a semiconductor restraint element 01) is connected in parallel with a grounding resistance between the car body and the truck of each motor car ("M" car). A capacitor (or a semiconductor voltage restraint element) is connected between the car body and the truck of each trailer ("F" car) at the top or tail of a train. Thus, abnormally high voltage which is produced in cars when the principal voltage is abruptly changed is reduced. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a technical field of a device for reducing abnormal high voltage of a vehicle body generated in each vehicle of a high-speed railway vehicle.
[0002]
[Prior art]
The present invention is intended to reduce abnormally high voltage of surge generated in each body of a high-speed rail car when a pantograph is separated from or connected to an overhead line, and to prevent damage to on-board equipment mounted.
Therefore, since this phenomenon does not occur in the body of a conventional railway vehicle that is not so fast, it can be said that there is no prior art strictly speaking.
Under these circumstances, it should be easy but difficult to analyze the phenomena, search for the cause, and implement effective countermeasures.
First, the current state of what phenomenon has occurred or what inconveniences and problems have occurred in the body of the latest high-speed railway vehicle will be briefly described.
[0003]
High-speed railway vehicles are constantly required to update their running speeds. To this end, high-voltage power is taken into the vehicle from the overhead line via the pantograph 10 to drive a high-output motor. At present, AC power of a high voltage of 25 kV is supplied from the overhead line.
[0004]
By the way, a group of vehicles provided with a set of power devices capable of running a train is referred to as a unit, and generally, a power device is mounted so that two or three cars constitute one unit. In view of space, the in-vehicle devices or devices are usually mounted separately in the form of, for example, a control device and a pantograph 10 in the first vehicle and an inverter and an electric motor in the second vehicle.
[0005]
Here, one pantograph 10 is originally required for one unit. However, in a high-speed railway, noise generated from the pantograph 10 is large, and from the viewpoint of measures against the noise, only a minimum of two pantographs 10 can be mounted per train. That is, the minimum number of units here is two.
Therefore, in order to supply power to all units, it is necessary to install power supply lines so that all power is supplied to each unit from the two mounted pantographs 10. Currently, a special high-voltage cable 40 is used as the lead-in line (see FIG. 3).
[0006]
On the other hand, the high-voltage power taken into the vehicle is connected to the main transformer 80 via the circuit breaker 70, and its primary side is directly connected to the vehicle body.
The grounding means is, for example, a conventional grounding device for the system 0 Shinkansen, wherein the vehicle body and the bogie are substantially directly connected, and the grounding current flows from the vehicle body through the wheel shaft by a grounding device 53 such as an earth brush and a slip ring. Had to be run down the rails.
However, when the number of the pantographs 10 is two and the special high-voltage cable 40 is led to each unit, the ground current is distributed near both ends of the train set, that is, connected to the special high-voltage cable 40. I started to concentrate on the vehicles at both ends. As a result, the ground current has exceeded the rating of the grounding means, and electrolytic corrosion has occurred on a bearing of a wheel axle or the like.
[0007]
On the other hand, bogies with a car body have been improved and new bolsterless bogies have been used.
Another situation arises when this happens. That is, the insulation between the vehicle body and the bogie is strengthened, and the vehicle body and the bogie cannot be said to be substantially directly connected, that is, they are in an insulated state.
[0008]
Here, the bolsterless trolley mainly includes an air spring, a center pin, a traction device, and the like that withstand strong large distortion, and has a structure in which a bolster (bolster) is removed from a conventional bolster trolley. is there.
The air spring, the center pin, the traction device, and the like absorb the displacement between the vehicle body and the bogie, that is, the displacement between the vehicle body and the bogie such as up, down, left, right, front, back, and rotation.
[0009]
That is, the traction force and the braking force are transmitted from the bogie frame to the vehicle body via the traction device, and the connection between the bogie and the vehicle body, the weight, and the sway are transmitted from the bogie frame to the vehicle body via the air spring. .
On the other hand, the conventional bolster cart includes an air spring, a bolster (pillow) and a bolster anchor, side supports (up and down), a center pin, a bush, and the like.
The traction force and the braking force are transmitted from the bogie frame to the vehicle body via the center pin, bush, bolster (pillow beam), and bolster anchor. The side bearing (upper) and bolster (pillow beam) are transmitted to the vehicle body via an air spring.
[0010]
The new type bolsterless bogie has the advantages that it is lightweight because it does not require a bolster (pillow beam), has a simple mechanism, reduces maintenance work, and has no friction part because it does not use side supports. Here, in order to suppress the vibration, all the mechanical connection parts are arranged via an elastic body such as rubber.
[0011]
Therefore, the insulation between the vehicle body and the bogie was inevitably strengthened.
Here, the ground current between the vehicle body and the bogie is somewhat direct since it is substantially directly connected through a metal contact portion as usual in a conventional bolster bogie.
However, in the case of the bolsterless bogie, the metal contact portion is substantially eliminated, and the body and the bogie, which should be a ground circuit, are completely insulated.
It is necessary to provide some grounding means for the countermeasures, but it is not easy because of the occurrence of electrolytic corrosion.
[0012]
In consideration of such various circumstances, it is necessary to adopt a new grounding device and to take measures to alleviate excessive concentration of the ground current on the trains at both ends of the special high-voltage cable 40 in the train formation. It was decided.
Therefore, on the 0th and 26th vehicles, a grounding wire 51 is newly installed, and the primary side of the main transformer 80 connected to the main circuit via the circuit breaker 70 is connected thereto. A measure was taken to provide a grounding device 50 to be connected to this grounding wire 51 via a vessel 52 (see FIG. 4).
From the ground wire 51, a grounding tool 53 such as an earth brush and a slip ring is used to flow to the rail via the wheel shaft.
[0013]
By the way, in this case, that is, although the high voltage power of 25 kV is supplied from the overhead line, the number of pantographs is reduced, the special high voltage cable 40 is led to each unit vehicle, and the bolsterless bogie is adopted. In the case where the insulation between the bogie and the vehicle body is strengthened and the grounding device 50 including the grounding wire 51 and the grounding resistor 52 is newly installed in order to equalize the grounding current, the pantograph 10 rises. When a main voltage suddenly changes, for example, at the time of contact with the overhead wire when descending, or when passing through a section, a high-voltage surge is generated in the body of a high-speed railway vehicle.
[0014]
As a result, a malfunction or a failure occurs in the vehicle-mounted device. Such a phenomenon may occur not only for the power unit, that is, the electric vehicle, but also for the leading or trailing vehicle to which the special high-voltage cable 40 is not connected.
[0015]
In particular, burnout occurred in the brake control device and the main conversion device, and burnout occurred in the sliding control valve, the inverter element, the ATC tester, and the like mounted on the bogie.
It seems that such a phenomenon is not negligible in that recent downsizing of equipment and reduction in withstand voltage of parts due to computerization have spurred.
[0016]
By the way, recently, the leading or last vehicle is not an electric vehicle (hereinafter sometimes referred to as an “M” vehicle), but almost all is an accompanying vehicle (hereinafter sometimes referred to as an “F” vehicle).
The reason is that a speedometer and an ATC device are always mounted on the first vehicle or the last vehicle. If the first vehicle or the last vehicle is used as an electric vehicle and the main current flows, these speedometers and the ATC device are mainly used. This is because there is a high possibility of malfunction (referred to as an induction failure) due to current noise.
[0017]
In the case where the leading car is an electric car ("M" car) unavoidably due to the train formation, it is a reality that a guidance failure has occurred almost inevitably. For this reason, in many cases, the inspection reference values cannot be cleared in the inspection after the vehicle is completed, and the vehicle must be remodeled.
Further, if the grounding resistor 52 is installed in the leading vehicle or the trailing vehicle, the main current flows, and therefore, there is a high risk that an induction failure similar to that in the electric vehicle occurs.
Since it is not desired to supply the main current to the leading vehicle or the trailing vehicle, the leading vehicle or the trailing vehicle is an auxiliary vehicle ("F" vehicle) and is in an ungrounded state in most trains. It is.
[0018]
In addition, in order to attach the grounding resistor 52 to a vehicle that is not already grounded, it is necessary to newly attach a grounding tool 53 such as a slip ring to the bogie, which requires modification of the bogie. It is extremely difficult to manage.
As described above, it is not advisable to attach the grounding resistor 52 and the grounding tool 53 to the first vehicle or the last vehicle until both of these inconveniences are taken.
[0019]
[Problems to be solved by the invention]
As described above, bolsterless bogies are used in current high-speed railway vehicles such as Shinkansen vehicles, stray capacitance is increased by passing special high-voltage cables 40, and a grounding device including a grounding wire 51 and a grounding resistor 52 is used. Alternatively, a high-voltage surge is likely to be generated in the vehicle body based on the instability of the vehicle body potential due to the non-grounding of the leading vehicle or the tail vehicle.
[0020]
The present invention is intended to prevent such damage to the on-vehicle equipment that occurs on the body of the high-speed railway vehicle, that is, the main voltage of the main voltage at the moment when the pantograph 10 moves up and down, comes into contact with or separates from the overhead wire, or when passing through each section. It is an object of the present invention to provide a device for reducing a surge of an abnormally high voltage generated in a vehicle body at the time of a sudden change and preventing electrolytic corrosion occurring on a wheel axle.
[0021]
[Means for Solving the Problems]
Therefore, the means for realizing the above object are as follows.
The first invention of the present application is
An apparatus for reducing abnormal body voltage of a high-speed railway vehicle, comprising a capacitor 00,
The high-speed railway vehicle is configured to receive high-voltage power from the overhead line by the minimum number of pantographs 10 for each train formation unit, and to connect with the crossover conductor 20 from the pantograph 10 except for the leading or trailing vehicle. The vehicle has a grounding device 50 that is distributed to each vehicle via the high-voltage cable 40 and is taken in, and includes a grounding wire 51 and a grounding resistor (52).
The capacitor 00 is connected in parallel to the grounding resistor 52 inserted between the vehicle body and the bogie connected to the extra high-voltage cable 40, and connects and disconnects each section when the Pandagraph 10 is separated from or connected to the overhead wire. An apparatus for reducing abnormal voltage of a vehicle body of a high-speed railway vehicle, which reduces an abnormally high voltage generated in the vehicle body of the vehicle when the main voltage suddenly changes during passing or the like.
[0022]
The second invention of the present application is:
An apparatus for reducing abnormal voltage of a vehicle body of a high-speed railway vehicle comprising a capacitor 00,
The high-speed railway vehicle is configured to receive high-voltage power from the overhead line by the minimum number of pantographs 10 for each train formation unit, and to connect with the crossover conductor 20 from the pantograph 10 except for the leading or trailing vehicle. A grounding device 50 that is distributed to each vehicle via the high-voltage cable 40 and is taken in, and includes a grounding wire 51 and a grounding resistor 52;
The capacitor 00 is connected between the vehicle body and the bogie with respect to the first or last vehicle on the train formation, and when the main voltage suddenly changes, such as at the time of connection / disconnection with the overhead wire of the pandagraph 10, when passing through each section, etc. An apparatus for reducing abnormal body voltage of a high-speed railway vehicle, which reduces abnormal high voltage generated in the body of the vehicle.
[0023]
The third invention of the present application is:
An abnormal vehicle body voltage reduction device for a high-speed railway vehicle, comprising the semiconductor voltage suppression element 01,
The high-speed railway vehicle is configured to receive high-voltage power from the overhead line by the minimum number of pantographs 10 for each train formation unit, and to connect with the crossover conductor 20 from the pantograph 10 except for the leading or trailing vehicle. A grounding device 50 that is distributed to each vehicle via the high-voltage cable 40 and is taken in, and includes a grounding wire 51 and a grounding resistor 52;
The semiconductor voltage suppressing element 01 is connected in parallel to a grounding resistor 52 inserted between the vehicle body and the bogie connected to the special high-voltage cable 40 so that the semiconductor voltage suppressing element 01 can be connected to or disconnected from the overhead wire of the pandagraph 10. An apparatus for reducing abnormal voltage of a vehicle body of a high-speed railway vehicle, which reduces an abnormal high voltage generated in the vehicle body of the vehicle when the main voltage suddenly changes such as when passing through each section.
[0024]
The fourth invention of the present application is:
An apparatus for reducing abnormal voltage of a vehicle body of a high-speed railway vehicle, comprising the semiconductor voltage suppression element 01,
The high-speed railway vehicle is configured to receive high-voltage power from the overhead line by the minimum number of pantographs 10 for each train formation unit, and to connect with the crossover conductor 20 from the pantograph 10 except for the leading or trailing vehicle. The vehicle has a grounding device 50 that is distributed to each vehicle via the high-voltage cable 40 and is taken in, and includes a grounding wire 51 and a grounding resistor (52).
The semiconductor voltage suppression element 01 is connected between the vehicle body and the bogie with respect to the leading or trailing vehicle on the train formation, and is used to control the main voltage at the time of connection / disconnection with the overhead wire of the pandagraph 10 and at the time of passage through each section. An apparatus for reducing abnormal voltage of a vehicle body of a high-speed railway vehicle, which suppresses an abnormally high voltage generated in the vehicle body of the vehicle during a sudden change.
[0025]
BEST MODE FOR CARRYING OUT THE INVENTION
First, an embodiment of the present invention will be described.
FIG. 1 shows each embodiment of the present invention.
FIG. 2 shows a pantograph 10 provided on the roof of the vehicle body and the vicinity thereof.
[0026]
Here, 00 is a capacitor of the present invention, 01 is a semiconductor voltage suppressing element, 10 is a pantograph, 11 is a pantograph cover, 12 is an insulator, 20 is a crossover conductor, 30 is a cable head, 50 is a grounding device, 51 is a grounding wire, 52 is a grounding resistor, 53 is a grounding tool, and 90 is a rail.
[0027]
High-voltage power of 25 kV is taken in from the overhead line via the pantograph 10 and flows from the crossover conductor 20 to the cable head 30.
The cable head 30 has an outer shape like an insulator, and has a function of a connector for connecting the special high-voltage cable 40, and is, for example, an L type, a T type, a direct connection type, or the like. The crossover conductor 20 is a conductor that connects the pantograph 10 and the cable head 30 and has, for example, a pipe (bar) shape or a bar (plate) shape.
[0028]
FIG. 3 schematically shows the structure of the special high-voltage cable.
41 is a core wire, 42 is an insulator, 43 is a shield (also called a sheath), and 44 is a jacket made of rubber or the like. Here, the shield 43 is connected to the vehicle body.
The pantograph 10 is connected to the cable head 30 via the crossover conductor 20 and is passed through each unit by a special high-voltage cable 40 connected thereto. The shield 43 of the special high-voltage cable 40 is connected to the vehicle body. The core wire 41 is supplied with high-voltage power.
[0029]
Here, when the pantograph 10 contacts the overhead wire, a high voltage of 25 kV is applied to the core wire 41 of the special high-voltage cable 40. At that moment, a surge voltage is induced in the sheath 43 and passes through the connected vehicle body. Surge current flows.
FIG. 4 shows the grounding device 50 . As shown in FIG. 1, 51 is a ground wire, and 52 is a ground resistor. A ground wire 51 is newly installed, to which the primary side of the main transformer 80 is connected via a circuit breaker 70 of the main circuit, and from the vehicle body, to the ground wire 51 via a ground resistor 52. It is supposed to. A ground current is caused to flow to the rail 90 by a grounding tool 53 such as a slip ring or a grounding brush.
[0030]
FIG. 5 is a simplified diagram for obtaining a surge impedance based on a simulated equivalent circuit of a vehicle.
Here, extra-high voltage cable side of the extra-high voltage circuit Lc, the impedance consisting Cc and Z _L, the ground circuit side of Le having a ground wire 51 and the ground resistor 52, the impedance consisting of Re and Z _E.
Surge voltage = 2500V (overhead wire _{voltage) × Z E / (Z L} + Z E) ··· (1)
Thus, the surge voltage of the vehicle body can be easily obtained.
[0031]
However, the specific values of the L component, the C component, and the R component are various depending on the specific model of the vehicle body, the model and the mounting position of the on-board equipment, the train organization, the traveling place, the environment, the climate, the weather, and the like. , Greatly fluctuate.
Even in the high-speed railway vehicles that are the subject of the present invention, even if the state is confirmed by experiments, costs, time, equipment, and personnel are required, and above all, high-voltage vehicles with high-voltage, large-current surges are targeted. Since it is a distributed constant circuit, it is difficult to narrow down the measurement points to be measured, and there is no other way than to study from limited experiments.
[0032]
FIG. 6 shows the measurement results of the rail potential and the vehicle body absolute potential.
Normally, the potential is constant everywhere, considering the rail as ground.
However, the rails are not actually connected directly to the ground, and normal electric vehicle current passes through the rails back to the substation. It is expected that surges will follow the same path.
Since the surge has a very high frequency, a strong skin effect acts on the iron rail, and a large inductance and potential drop are expected to occur on the rail.
[0033]
Therefore, the potential of the rail and the potential of the vehicle body are measured for each car using the ground wire provided underground as a reference point, and the results are shown. The potential of the rail is the potential of the bogie, and the potential of the vehicle body is indicated by the height of the car.
Although the potential difference between the electric vehicles is small, the rail potential difference is the difference between the vehicle body and the bogie as it is. There is a difference of 1aU between the first car (T car) and the fourth car (M car). Here, aU is an alternative Unit.
[0034]
The first car (the leading car) is unstable with respect to the surge because it is not grounded, and the body potential is larger than that of the other cars.
In addition, since the first high-voltage cable 40 was not connected to the first car, it was initially thought that the possibility of directly inducing a high-voltage surge was small. However, the measured value has a very high potential, which is considered to be transmitted from an adjacent vehicle.
By the way, the connection between vehicles is done by connecting couplers, hoods, electrical couplers, and jumper wires, but if the vehicle body is brought closer, the surge voltage will increase. The propagation route is determined to be from an adjacent vehicle.
[0035]
FIG. 7 shows a pseudo equivalent circuit of the vehicle body using lumped constant elements. It is the figure seen from a viewpoint of a surge.
Hereinafter, the surge countermeasures will be described with reference to FIGS.
Here, when considering a surge countermeasure, it is necessary to consider how the surge current propagates.
[0036]
The first car, which is the leading car, is an auxiliary car ("F" car) and is not grounded, and the special high-voltage cable 40 is not connected.
In this state, the surge voltage is transmitted from the adjacent vehicle, and since the surge voltage has a high frequency, the surge voltage flows to the rail through the stray capacitance between the vehicle body rails.
Here, the stray capacitance can be considered as a state where the actual capacitor 00 in FIG. 1 is removed.
[0037]
Here, the fundamental frequency of the surge can be considered to be about 100 kHz, judging from the results of various experiments. Therefore, the impedance of the stray capacitance can be specifically considered, and is approximately 160Ω when converted.
This value is larger than the impedance at 100 kHz of the grounding resistor 52 of the second and subsequent cars, which is the M car, at about 100 kHz.
[0038]
Here, a special high-voltage cable 40 is connected to the vehicles of each unit after the second car, and the sheath 43 is connected to the vehicle body.
Two types of the special high-voltage cable 40 are currently used for the Shinkansen, but their characteristic impedances are about 46Ω and 49Ω when measured at a length of 15 m.
[0039]
By the way, the surge voltage applied to the vehicle body can be obtained by the equation (1) of 0030.
According to this formula, to reduce the surge voltage applied to the vehicle body, roughly, 1. 1. Increase the impedance of the high-voltage circuit on the special high-voltage cable 40 side; 2. Prevent the generated surge voltage from being applied to the vehicle body. 3. Reduce the impedance between the car body and the bogie. Inserting a voltage suppression element between the vehicle body and the bogie can be considered.
[0040]
In the case (1), (1) the surge impedance of the special high-voltage cable 40 itself is increased, and (2) the surge impedance of the high-voltage circuit itself is increased. Among them, in the case of (1), a practical special high-voltage cable 40 itself has not been found at present. The case (2) in which a magnetic core is loaded on the transition conductor 20 has already been filed (Japanese Patent Application No. 2001-101567).
In case 2, the sheath 43 of the special high-voltage cable may be directly connected to the bogie instead of the vehicle body. However, it cannot be adopted because the ground wire to the bogie is long and ineffective.
[0041]
Case 3 is the concept underlying the invention of the present application, that is, the subject of the present invention.
In the first embodiment of the present invention, referring to FIG. 1, (1) an electric vehicle ("M" vehicle) has a grounding resistor 52, and a capacitor 00 is connected in parallel to this resistor. Connect to Thereby, the impedance can be reduced with respect to the frequency of the surge band.
On the other hand, as the grounding resistor 52, it is conceivable to improve the resistor itself and adopt heat-resistant SiC (silicon carbide). If the resistor itself is significantly reduced in size and improved, the inductance component can be reduced, so that the surge impedance can be reduced. It goes without saying that the weight is reduced. The one using the improved grounding resistor 52 has already been filed (Japanese Patent Application No. 2002-017631, Japanese Patent Application No. 2002-017632).
[0042]
In the second embodiment of the present invention, (2) the leading vehicle or the trailing vehicle is an auxiliary vehicle ("F" vehicle) and does not have the grounding resistor 52. Therefore, the surge band can be obtained only by connecting the capacitor 00. Impedance can be reduced with respect to the frequency.
When the grounding resistor 52 is installed, as described in 0016 to 0018, the main current flows, so that an induction failure may occur. Further, if the ground resistor 52 is used, the resistance cannot be reduced to 0.5Ω or less, and the resistance increases even if the frequency is high.
[0043]
On the other hand, in the case of the capacitor 00, even if the frequency increases, it can be reduced to 0.5Ω or less in principle, and the impedance can be sufficiently reduced even for the frequency of the surge band.
Further, since the capacitor can maintain a sufficiently high impedance at a low frequency such as the main current, there is almost no possibility that the main current will cause an induction failure as described in 0016 to 0018.
[0044]
In the case of No. 4, which is the third or fourth invention of the present application, a voltage suppressing element such as an arrester or a surge absorber may be used to suppress a surge voltage.
Therefore, its suitability will be examined.
Here, other than the semiconductor, the service life of the repetitive operation is small, so that the service life is short and not practical.
[0045]
Since the semiconductor voltage suppressor operates only at a high voltage such as a surge, it does not react to the main current, and the main current does not flow through the semiconductor voltage suppressor. Therefore, there is almost no possibility that an induction failure due to the main current as described in 0016 to 0018 will occur.
Therefore, since the capacitor and the semiconductor voltage suppressing element only flow a very short-time current such as a surge, the axle bearing can be connected to the grounding member 53 even if there is no grounding brush or slip ring or the like in the bogie to which it is connected. Can take the place of a substitute.
In this respect, the structure and maintenance of the accompanying vehicle (the "F" vehicle) are simpler than the provision of the grounding resistor 52, and the existing vehicle is advantageous because it is not necessary to remodel the vehicle body.
[0046]
When the voltage suppressing element is applied to a high-speed railway vehicle, it must withstand 547,500 times of use (100 times / day x 365 x 15 years = 547,500 times, where "100 times / day" is a section. ), And only the semiconductor element can withstand the repeated use count.
In the semiconductor voltage suppression element 01, the capacitor 00 may be replaced with the semiconductor voltage suppression element 01 at that position in FIG. As with the capacitor 00, the surge voltage can be practically suppressed.
[0047]
【The invention's effect】
As described above, in the first and third embodiments of the present invention, abnormal high voltage due to surge of the electric vehicle (M vehicle) can be effectively reduced in the surge frequency band.
Further, according to the second and fourth aspects of the present invention, it is possible to effectively suppress occurrence of an abnormally high voltage due to surge of a vehicle body of a leading vehicle or a trailing vehicle without generating an induction obstacle or electric corrosion on a wheel shaft. Can be. In addition, it is not necessary to perform a troublesome body modification for that purpose.
[0048]
In any of the inventions described above, it is possible to reduce abnormal high voltage generated in the body of a high-speed railway vehicle when the main voltage suddenly changes, such as when the pandagraph (10) is separated from or connected to the overhead line, when passing through each section, It becomes possible to protect the mounted equipment.
[Brief description of the drawings]
FIG. 1 shows each embodiment of the present invention.
FIG. 2 shows a pantograph provided on a roof of a vehicle body and its vicinity.
FIG. 3 schematically shows the structure of a special high-voltage cable.
FIG. 4 shows a grounding device.
FIG. 5 shows a simplified diagram for obtaining a surge impedance.
FIG. 6 shows measurement results of rail potential and vehicle body absolute potential.
FIG. 7 shows a simulated equivalent circuit of a vehicle using lumped constant elements.
[Explanation of symbols]
00 ... capacitor 01 ... semiconductor voltage suppressor 10 ... pantograph 11 ... pantograph cover 12 ... insulator 20 ... transition conductor 30 ... cable head 40 ... extra high voltage cable 41 ... Core wire 42 ... Insulator 43 ... Shield (sheath)
44 ・ ・ ・ Jacket
50 Grounding device 51 Grounding wire 52 Grounding resistor 53 Grounding device 70 Circuit breaker 80 Main transformer 90 Rail

Claims (4)

An abnormal body voltage reducing device for a high-speed railway vehicle, comprising a capacitor (00),
The high-speed railway vehicle is configured to receive high-voltage power from the overhead line by the minimum number of pantographs (10) for each train formation unit, and to cross over from the pantograph (10) except for the leading or trailing vehicle. A grounding device that is distributed to each vehicle via a conductor (20) and a special high-voltage cable (40), is taken in, and includes a grounding wire (51) and a grounding resistor (52). ( 50 )
The capacitor (00) is connected in parallel to the grounding resistor (52) inserted between the vehicle body and the bogie connected to the extra high voltage cable (40), and is connected to the overhead wire of the pandagraph (10). An abnormal body voltage reduction device for a high-speed railway vehicle that reduces abnormally high voltage generated in the vehicle body when the main voltage suddenly changes, such as when the vehicle is separated from or connected to the vehicle or when passing through each section. An apparatus for reducing abnormal body voltage of a high-speed railway vehicle, comprising a capacitor (00),
The high-speed railway vehicle is configured to receive high-voltage power from the overhead line by the minimum number of pantographs (10) for each train formation unit, and to cross over from the pantograph (10) except for the leading or trailing vehicle. A grounding device that is distributed to each vehicle via a conductor (20) and a special high-voltage cable (40), is taken in, and includes a grounding wire (51) and a grounding resistor (52). ( 50 )
The capacitor (00) is connected between the vehicle body and the bogie with respect to the first or last vehicle in the above-mentioned train formation, and the main voltage at the time of connection / disconnection with the overhead wire of the panda graph (10), when passing through each section, and the like. A device for reducing abnormal body voltage of a high-speed railway vehicle, which reduces abnormal high voltage generated in the vehicle body of the vehicle when the vehicle suddenly changes. An apparatus for reducing abnormal voltage of a vehicle body of a high-speed railway vehicle, comprising a semiconductor voltage suppression element (01),
The high-speed railway vehicle is configured to receive high-voltage power from the overhead line by the minimum number of pantographs (10) for each train formation unit, and to cross over from the pantograph (10) except for the leading or trailing vehicle. A grounding device that is distributed to each vehicle via a conductor (20) and a special high-voltage cable (40), is taken in, and includes a grounding wire (51) and a grounding resistor (52). ( 50 )
The semiconductor voltage suppressing element (01) is connected in parallel to a grounding resistor (52) inserted between the vehicle body and the bogie of each vehicle connected to the extra high voltage cable (40), and is connected to the pandagraph (10). A) a vehicle body abnormal voltage reduction device for a high-speed railway vehicle, which reduces abnormal high voltage generated in the vehicle body when the main voltage suddenly changes, for example, at the time of connection to or disconnection from the overhead wire or when passing through each section. An apparatus for reducing abnormal voltage of a vehicle body of a high-speed railway vehicle, comprising a semiconductor voltage suppression element (01),
The high-speed railway vehicle is configured to receive high-voltage power from the overhead line by the minimum number of pantographs (10) for each train formation unit, and to cross over from the pantograph (10) except for the leading or trailing vehicle. A grounding device that is distributed to each vehicle via a conductor (20) and a special high-voltage cable (40), is taken in, and includes a grounding wire (51) and a grounding resistor (52). ( 50 )
The semiconductor voltage suppressing element (01) is connected between the vehicle body and the bogie with respect to the first car or the last car in the above-mentioned train formation, and when the pandagraph (10) is separated from or connected to an overhead line, when each section is passed, or the like. An abnormal body voltage reduction device for a high-speed railway vehicle, which suppresses an abnormal high voltage generated in the vehicle body of the vehicle when the main voltage suddenly changes.

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