JP2004168214A - Feed voltage compensating device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To surely prevent the invalidation of regeneration of a train and to stably operate a regenerative brake of the train. <P>SOLUTION: This feed voltage compensating device 25 is composed of a capacitor 23, and a DC/DC converter 24 inserted between the capacitor 23 and a feeding circuit 22 for performing two-way voltage conversion therebetween. A converter control device 29 controls the DC/DC converter 24 to adjust the feeding circuit-side voltage V2 of the DC/DC converter 24 to be the unloaded voltage of a feeder station 21. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a feed-back voltage compensator for suppressing a voltage fluctuation of a feed-back circuit, and more particularly to a train regenerative braking that can be operated stably.
[0002]
[Prior art]
FIG. 24 shows a schematic configuration of a conventional DC feed circuit. In the feeder substations 3 and 4, the three-phase AC voltage from the AC power systems 1 and 2 is stepped down and further converted to DC by the rectifiers 5 and 6, and then supplied to the feeder line 16 through the high-speed circuit breakers 7 to 10. Supply. The feeder circuit 15 includes a feeder line 16 and a return line 17, and power is supplied to the train 14 from the feeder circuit 15.
A feedback voltage compensator 11 is provided at the feeder section, and the feeder voltage compensator 11 is inserted between the capacitor 18 and the feeder cable 16 via the high-speed circuit breakers 12 and 13. The DC / DC converter 19 is a reversible converter that performs bidirectional voltage conversion between the two (see, for example, Patent Document 1).
[0003]
As described above, the configuration in which the capacitor 18 is connected to the feeder cable 16 via the DC / DC converter 19 is adopted. For example, when an electric double layer capacitor is applied to the capacitor 18, the rated voltage of the capacitor 18 Is generally difficult to set, but the DC / DC converter 19 performs an appropriate voltage conversion between the voltage of the feeder cable 16 and has an advantage that the application is easy.
Further, the voltage conversion ratio of the DC / DC converter 19 can be adjusted. When the powering load of the train is expected to be large depending on the feeding section and time zone, the voltage conversion ratio of the DC / DC converter 19 is increased. Conversely, when the regenerative load is expected to be large, by lowering the voltage conversion ratio, there is an advantage that both effective use of regenerative power and compensation of the feed-back voltage can be achieved.
[0004]
[Patent Document 1]
JP-A-11-334420 (pages 5 and 6, FIGS. 9 and 11)
[0005]
[Problems to be solved by the invention]
The conventional feed-back voltage compensator is constructed as described above. The provision of a DC / DC converter has the advantage that it is easy to apply a capacitor particularly in terms of its voltage rating. When the train was charged with the current from the substation and the voltage became constant, the train entered regenerative operation, the capacitor became overvoltage, the feed-back voltage compensator stopped, and the train was regenerated.
In addition, since the voltage of the feedback voltage compensator is adjusted by the DC / DC converter based on the prediction of the power running or the regenerative load with reference to the train schedule, etc., it is sufficient in that the regenerative lapse of the actually running train is reliably prevented. I couldn't say.
[0006]
SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and a feed-back voltage compensating device that can more reliably prevent regenerative lapse of a train and stably operate regenerative braking of a train. The purpose is to get.
[0007]
[Means for Solving the Problems]
A feeder voltage compensator according to the present invention is connected to a feeder circuit that feeds a power running / regeneration train from a feeder substation via a feeder cable, and a capacitor is provided between the capacitor and the feeder circuit. A feedback voltage compensator comprising a reversible converter inserted and performing bidirectional voltage conversion between the two,
The reversible converter is controlled so that the feeder side voltage of the reversible converter becomes a predetermined set value which is equal to or higher than the no-load voltage of the feeder substation.
[0008]
BEST MODE FOR CARRYING OUT THE INVENTION
Embodiment 1 FIG.
FIG. 1 shows a model of a feeder circuit assumed in the first embodiment. Here, at the left end, a feeder substation 21 for converting an AC voltage from the AC power supply system 20 to a DC voltage and outputting it to the feeder circuit 22 is provided, and at the right end, a feeder comprising a capacitor 23 and a DC / DC converter 24 is provided. An electric voltage compensator 25 is provided. The train 26 runs on the feeder circuit 22 in the direction of the arrow, and acts as a constant current source especially during regenerative braking. RS is the internal resistance of the feeder substation 21 and RL1 and RL2 are the resistances of the feeder 27.
The feedback voltage compensator 25 will be described in more detail. As the capacitor 23, an electric double layer capacitor that can be easily increased in capacity is adopted. The DC / DC converter 24 is a reversible converter that is inserted between the capacitor 23 and the feeder 27 and performs bidirectional voltage conversion between the two. The DC / DC converter 24 feeds back the DC / DC converter 24 based on a signal from the converter controller 29. The electric wire side voltage V2 is controlled to be a predetermined set value.
[0009]
2 and 3 are diagrams showing an example of the circuit configuration and operation of the DC / DC converter 24. In FIG. 2, the DC / DC converter includes a reactor L1, a capacitor C1, a first and second switching elements Tr1, Tr2 including an IGBT and a field-effect power transistor, which constitute a smoothing filter, and these switching elements Tr1, Tr2. It is composed of diodes Dd1 and Dd2 and a reactor L2 connected in anti-parallel, and performs voltage conversion between the battery Bt and the capacitor C2. 1, the battery Bt corresponds to the end of the feeder of the feed voltage compensator 25, and the capacitor C2 corresponds to the capacitor 23.
Tr1, L2, C2, and Dd2 form a chopper circuit that charges Bt to C2, and Tr2, L2, C2, and Dd1 form a chopper circuit that reversely charges C2 to Bt.
[0010]
Next, the operation of the DC / DC converter 24 will be described. The converter control unit 29 detects the feeder-side voltage V2 of the feed-back voltage compensator 25, and when this is higher than a set value, turns on and off the switching element Tr1 and, as shown in FIG. -Id), the voltage is lowered by charging from Bt to C2, and when the detected voltage value is lower than the set value, the switching element Tr2 is turned on / off to discharge the voltage from C2 to Bt as shown in FIG. By increasing the voltage, the voltage V2 is controlled to the commanded set value.
[0011]
Here, the fluctuation range of the feed-back voltage generally set in a DC feed circuit in Japan will be described with reference to FIG. First, (b) the no-load voltage of the feeder substation is a delivery voltage from the feeder substation at no load and is 1600 V DC. (C) The standard voltage is a voltage that is a train design standard and is set to DC 1500 V, which is 100 V lower than the no-load voltage. (D) The minimum voltage is set to 1100V DC which is the minimum voltage required for the feeder circuit to maintain the required train performance even at the maximum load. (A) The maximum voltage is a maximum voltage allowed at the time of the regenerative braking operation of the train and is set to DC 1700V.
Therefore, the train voltage fluctuates in the range of DC 1600 to 1100 V during power running and in the range of DC 1700 to 1100 V during regenerative braking.
[0012]
Based on the main circuit configuration and control configuration of the above-described feed-back voltage compensator 25, and further on the premise of the range of fluctuation of the feed-back voltage, the control method of the feed-back voltage compensator 25 in the first embodiment of the present invention will be described below. A description will be given based on simulation results performed based on the control method.
Here, the converter control device 29 controls the DC / DC converter 24 so that the voltage on the feeder side of the DC / DC converter 24 becomes the no-load voltage V0 of the feeder substation 21 = 1600 V DC (see FIG. 4). This prevents the capacitor 23 from being charged from the feeder substation 21 and absorbs the regenerative current from the train. That is, the storage capacity of the capacitor 23 is effectively utilized to prevent regenerative lapse. The effect is expected.
[0013]
Hereinafter, this situation will be described with reference to the simulation results of FIGS. This simulation shows a typical unit running pattern in which a train starts from the feeder substation 21 and stops at the feeder voltage compensator 25 position by powering-coasting-regenerative braking-coasting-repowering-coasting-regenerative braking. (Run curve) is assumed.
FIG. 5 shows the train current (train motor current) I4 and the train speed Ve in this case. That is, at first, the motor accelerates at a constant acceleration, and a constant current flows through the motor. The motor gradually attenuates as it accelerates to the rated capacity region of the motor, and after reaching the maximum speed, the train runs off and coasts. After that, the regenerative braking is applied in the deceleration operation to decelerate, and the coasting operation is performed again. After the motor reaches a constant current by the re-acceleration, the current decreases in the rated capacity range, and after the coasting operation, the regenerative braking is applied to stop.
[0014]
FIG. 6 shows a voltage V1 of the feeder substation 21 (abbreviated as a substation voltage in the figure), a feeder-side voltage V2 of the DC / DC converter 24 (abbreviated as a converter voltage in the figure), and a train voltage V3. Shows the substation current I1 (positive polarity is the outflow direction), the converter current I2 (positive polarity is the inflow direction), and the train current I3 (positive polarity is the inflow direction). FIG. 8 shows the capacitor voltage Vc.
[0015]
Here, the setting procedure of the capacitor 23 will be described. The required capacity of the capacitor 23 is determined from the ability to absorb the braking energy Wb [Kw · sec] until the train stops from the maximum speed, and is obtained from the following relational expression.
Wb = 0.5 · Cb · (VH ² -VL ² ) (1)
Here, Cb: capacitor capacity [F]
VH: Capacitor upper limit voltage [V]
VL: Capacitor lower limit voltage [V]
In this specific example, the capacitor 23 is assumed to have 16 electric double layer capacitor DC54V modules connected in series. The upper limit voltage is DC820V, and the lower limit voltage is DC400V determined by the conversion capability (current withstand current) of the DC / DC converter 24. And Then, assuming that the maximum train speed when stopping at a fixed position is 100 Km / h, the value obtained from the above equation has some margin, and Cb = 200 [F].
[0016]
Referring back to FIGS. 5 to 8, the converter voltage V2 is controlled to be constant at the no-load voltage DC 1600 V of the feeder substation 21. Therefore, during the first powering acceleration period, the converter voltage V2 is reduced with respect to the reduced substation voltage V1. Is increased (see FIG. 6), and current is also supplied to the train from the feed voltage compensator 25 (see FIG. 7). As a result, the capacitor voltage Vc is greatly reduced, and in this example, almost at the end of the acceleration, it is reduced to near its lower limit voltage DC400V (see FIG. 8). Further, at the time of repowering, the capacitor voltage Vc reaches the lower limit voltage DC400V in the middle thereof, and the operation of the feed-back voltage compensator 25 is temporarily stopped.
Therefore, the operation of stopping the regenerative braking starts from the level where the capacitor 23 is close to the lower limit voltage, and the voltage of the capacitor does not reach the upper limit value, and the regenerative energy is reliably absorbed to prevent the train from regenerating. It compensates for stable regenerative operation.
When the converter voltage V2 is set to a value higher than the substation no-load voltage V0, the tendency described above, that is, the tendency that the capacitor voltage Vc reaches the lower limit becomes more conspicuous, the storage margin of the capacitor increases, and the Regeneration lapse is reliably prevented.
[0017]
9 and 10 show, as comparative examples, simulation results when the converter voltage V2 is controlled to a voltage lower than the no-load voltage V0 of the feeder substation 21 = DC 1600V, here DC 1500V. In this case, since the substation voltage V1 is higher than the converter voltage V2 halfway through the first power running, the feed-back voltage compensator 25 is charged from the feed-through substation 21 and the capacitor voltage Vc is once increased. Thereafter, as the substation voltage V1 decreases, the supply current from the feeder voltage compensator 25 to the train increases, and the capacitor voltage Vc decreases once. However, when the train coasts, the substation voltage V1 increases, so the charging operation is performed. Resumes, and the capacitor voltage Vc increases. Further, when the train enters the regenerative braking mode from coasting, the capacitor voltage Vc further rises sharply, reaches the upper limit voltage 820 V DC during this regenerative operation, and the feed-back voltage compensator 25 stops operating.
As can be seen from FIG. 10, during the coasting after the re-powering, the battery is charged from the feeder substation 21 under the same conditions and the capacitor voltage Vc rises significantly. As a result, immediately after the train enters the final regenerative braking stop operation. In addition, when the voltage reaches the upper limit voltage of 820 V DC again, the operation of the feed-back voltage compensator 25 is stopped, the train is regenerated and forced to switch to the power generation brake or the air brake, and the feed-back voltage compensator 25 does not function effectively. become.
[0018]
As can be seen from the above comparison results, according to the first embodiment of the present invention, the voltage on the feeder side of the DC / DC converter 24 is equal to or higher than the predetermined set value selected at the no-load voltage of the feeder substation 21. Since the DC / DC converter 24 is controlled so as to satisfy the following condition, the feed-back voltage compensator 25 functions effectively during the regenerative operation of the train, and regenerative lapse is reliably prevented and a stable regenerative operation is realized.
[0019]
Embodiment 2 FIG.
In the first embodiment, the converter voltage V2 is controlled to be equal to or higher than the no-load voltage of the feeder substation, so that the regenerative lapse is reliably prevented. Considering the above, there are the following problems. That is, the feeder substation is supplied from the power system of the power company, and the voltage at the no-load of the feeder substation may fluctuate due to the voltage fluctuation of the power system. In this case, when the no-load voltage rises above the normal value, the converter voltage becomes relatively lower than the no-load voltage. As a result, the problems described with reference to FIGS.
The second embodiment is designed to solve this point.
[0020]
FIG. 11 is a configuration diagram showing a feed-back voltage compensator according to Embodiment 2 of the present invention. The difference from the first embodiment is that a voltage detector 30 is provided to detect the voltage V1 of the feeder substation 21. The converter controller 29A determines that the voltage V2 on the feeder line side of the DC / DC converter 24 is the detected voltage. The point is that the DC / DC converter 24 is controlled to match V1.
FIGS. 12 and 13 show simulation results in this case. The train current I4 and the train speed Ve are the same as those in FIG. FIG. 12 shows the substation voltage V1, the converter voltage V2, the train voltage V3, and the capacitor voltage Vc, and FIG. 13 shows the substation current I1, the converter current I2, the train current I3, and the capacitor current Ic.
[0021]
As can be seen, the converter voltage V2 follows the substation voltage V1, preventing unnecessary charging of the feeder substation 21 to the feeder voltage compensator 25. It functions effectively and realizes stable regenerative braking operation.
However, at the time of the regenerative operation, the train voltage V3 increases, and the substation voltage V1 increases accordingly. If the converter voltage V2 follows the substation voltage V1 as it is, the train voltage V3 further increases. Therefore, an upper limit (in this example, a substation no-load voltage of DC 1600 V is adopted) is provided, and the converter voltage V2 is limited by this upper limit. In FIG. 12, the portion marked as V2 * corresponds.
[0022]
As described above, in the second embodiment of the present invention, the voltage of the feeder substation 21 is detected, and the voltage on the feeder side of the DC / DC converter 24 is controlled to be the above-mentioned substation voltage detection value. Therefore, the feed-back voltage compensator 25 functions effectively during the regenerative operation of the train, and regenerative expiration is reliably prevented and a stable regenerative operation is realized.
Further, in controlling the voltage on the feeder side of the DC / DC converter 24, the voltage is limited to a predetermined upper limit value, so that unnecessary voltage rise is eliminated and the regenerative operation is not hindered.
[0023]
Embodiment 3 FIG.
Although not mentioned in the description of the second embodiment, the following can be understood by focusing on the capacitor voltage Vc in FIG. That is, the capacitor voltage Vc is initially charged to DC 700 V, but becomes DC 819 V at the time when a series of unit running patterns ends, and rises by DC 119 V. Therefore, assuming that this unit running pattern is repeated, the capacitor voltage V2 will eventually reach the upper limit voltage (DC 820V), and regenerative lapse may occur.
Therefore, in the third embodiment, a predetermined voltage ΔE is added to the substation voltage detection value V1, and control is performed so that the converter voltage V2 follows the added voltage value.
[0024]
FIGS. 14 and 15 are diagrams showing simulation results according to an example thereof. Here, the added voltage ΔE is 100 V DC. FIG. 14 shows the voltage values V1, V2, V3, and FIG. 15 shows the capacitor voltage Vc. Due to the increase in the converter voltage V2, the voltage limit operation described in the second embodiment is frequently performed as shown by V2 * in FIG. The power supply from 25 to the train, and thus the discharge amount of the capacitor 23, increases, and as shown in FIG. 15, the capacitor voltage Vc decreases from the initial value DC700V to the final value DC682V by DC18V.
[0025]
As described above, by appropriately setting the value of the addition voltage ΔE, it is possible to suppress the cumulative rise of the capacitor voltage Vc when the unit traveling pattern is repeated, and to more reliably prevent regeneration from lapse. I can do it.
Although individual descriptions are omitted, even when the first embodiment is applied, the converter voltage V2 is set to be higher than the substation no-load voltage V0 by a predetermined voltage ΔE, and the value of the voltage ΔE is It may be set for the purpose of suppressing the cumulative increase of the capacitor voltage Vc described in 14 and 15.
[0026]
Embodiment 4 FIG.
FIG. 16 is a configuration diagram showing a feed-back voltage compensator according to Embodiment 4 of the present invention. Here, it is assumed that the feeder substation 21 does not have a regenerative function, and that the feeder voltage compensator 25 exclusively absorbs the regenerative current when the train is regenerating. Then, the current detector 31 detects the feeder-side current of the feed-back voltage compensator 25, and the converter controller 29B determines from the current value and the polarity whether it is in the powering state, the regenerative state, or the coasting state. The voltage V2 on the feeder side of the DC / DC converter 24 is controlled based on the determination result.
Thus, during power running, the converter voltage V2 is set high to increase the amount of power supplied to the train (discharge amount of the capacitor 23), and during regeneration, the converter voltage V2 is set low to suppress the rise of the train voltage V3. Rational operation of the voltage compensator 25 is expected.
[0027]
First, a method of determining power running, regeneration, or coasting from a current detected by the current detector 31 will be described with reference to FIG. The figure shows that the current polarity in the outflow direction (power running state) is plus, and the current polarity in the inflow direction (regeneration state) is minus. When the absolute value of the current is larger than the coasting determination reference value ΔI (for example, about 10 A) and the polarity is positive, that is, when the direction is the outflow direction, it is determined that the vehicle is running. When the absolute value of the current is greater than the coasting determination reference value ΔI and the polarity is negative, that is, when the direction is the inflow direction, it is determined that regeneration is performed. Further, when the absolute value of the current is equal to or smaller than the coasting determination reference value ΔI, it is determined that coasting is performed.
When it is determined that the vehicle is running, the converter voltage V2 is controlled to the first set value E1, and when it is determined that regeneration is performed, the converter voltage is controlled to the second set value E2 lower than the first set value.
When it is determined that the vehicle is coasting, the set value E1 or E2 based on the immediately preceding determination result is employed to prevent a hunting operation or the like and secure a stable control operation. Therefore, for example, when the current changes as shown by (1) → (8) in the lower part of FIG. 17, corresponding to each current history point, as shown in the upper part of FIG. 17, (3) → (4) In the coasting determination range of, the first set value E1 is adopted, and in the coasting determination range of (6) → (7), the second set value E2 is adopted.
[0028]
Next, a procedure for setting the voltages E1 and E2 and a simulation result in that case in the fourth embodiment will be described with reference to FIGS.
Here, as the first set value E1 at the time of the power running determination, the no-load voltage V0 of the feeder substation 21 = 1600 V DC. Then, as the second set value E2 at the time of the regeneration determination, a voltage set to keep the train voltage V3 at the time of the regenerative operation below the allowable maximum voltage DC1700V (see FIG. 4), here DC1500V is adopted. .
FIG. 18 shows the voltages V1, V2 and V3, and FIG. 19 shows the capacitor voltage Vc. As can be seen from the figure, when the power running is determined, the converter voltage V2 is controlled to the substation no-load voltage DC 1600V, so that the current is also supplied from the feeder voltage compensator 25 to the train, the capacitor 23 is discharged, and the voltage Vc Is declining rapidly. At the time of regenerative determination, the train voltage is controlled to a low DC 1500 V, so that the train voltage V 3 remains at around DC 1610 V at most. In this calculation example, the capacitor voltage Vc has dropped to its lower limit value of DC 400 V and the feed-back voltage compensator 25 has been temporarily stopped in the middle of the train re-powering period. However, in the subsequent regenerative braking stop operation, the compensator is completely used. Functioning.
[0029]
As described above, in the fourth embodiment of the present invention, the power running, the regenerative operation, and the coasting state are determined from the current of the feed voltage compensating device 25, and the voltage on the feeder line side of the DC / DC converter 24 is determined. In some cases, the voltage is controlled to the substation no-load voltage, and during regeneration and subsequent coasting, the train voltage is controlled to a voltage lower than the allowable maximum voltage. Therefore, during the regenerative operation, the feed voltage compensator 25 functions effectively. As a result, the train voltage is suppressed to a safe range, and regenerative lapse is reliably prevented, and a stable regenerative operation is realized.
[0030]
Embodiment 5 FIG.
Next, the setting procedure of the voltages E1 and E2 in the fifth embodiment and the simulation result in that case will be described with reference to FIGS.
First, the first set value E1 at the time of power running is DC 1650 V as described below. That is, assuming a case where power is supplied from the feeder voltage compensator 25 to a running train, this is taken into account in relation to the average rated voltage, and the converter voltage is calculated as the average rated voltage of the train and the maximum voltage of the feeder cable. Think of it as adding the descent. Specifically, the standard voltage DC1500V in FIG. 4 is adopted as the average rated voltage of the train, and the maximum voltage drop of the feeder cable is DC150V based on the following data in this simulation.
Distance between the feeder substation 21 and the feeder voltage compensator 25: 5 km
Feeder resistance: 0.04Ω / Km
Maximum feeder current: 1000A
Under the above conditions, the average value of the voltage drop of 200 V in the entire length of the feeder and the voltage drop of 100 V in the half length of the feeder was set to 150 V DC.
[0031]
Further, the second set value E2 at the time of regeneration is DC 1550V as described below. That is, assuming a case where the regenerative current from the train is absorbed by the feeder voltage compensator 25, the maximum allowable voltage drop DC150V of the feeder line is subtracted from the allowable maximum voltage DC1700V of the train (see FIG. 4) to obtain DC1550V.
[0032]
FIG. 20 shows the voltages V1, V2 and V3, and FIG. 21 shows the capacitor voltage Vc. As can be seen from the figure, the converter voltage V2 is controlled to DC1650V obtained by adding the standard voltage DC1500V of the feeder and the maximum voltage drop DC150V of the feeder, so that the feeder voltage compensator 25 is sufficient for the train. The current is supplied, the capacitor 23 is discharged, and the voltage Vc is rapidly reduced. At the time of regenerative judgment, the train voltage is controlled to DC1550V which is obtained by subtracting the maximum feeder voltage drop DC150V from the permissible maximum voltage DC1700V of the train, so that the train voltage V3 is suppressed to about DC1600V. In this calculation example, during the first acceleration period and the repowering period of the train, the capacitor voltage Vc has dropped to its lower limit value DC400V, and the feed-back voltage compensator 25 has been temporarily stopped. However, in the subsequent regenerative braking operation, All of them function perfectly as compensators.
[0033]
As described above, in the fifth embodiment of the present invention, the power running, the regeneration, and the coasting state are determined from the current of the feed voltage compensator 25, and the voltage on the feeder side of the DC / DC converter 24 is determined by the power running and the subsequent coasting. At times, the maximum voltage of the feeder is added to the standard voltage of the feeder, and during regeneration and subsequent coasting, the maximum voltage of the train is subtracted from the maximum voltage of the feeder. In operation, the feed-back voltage compensator 25 functions effectively to keep the train voltage within a safe range, and also to prevent regenerative lapse, thereby realizing a stable regenerative operation.
[0034]
Embodiment 6 FIG.
Embodiment 4 is the same as Embodiments 4 and 5 in that power running and regeneration are determined based on the feeder current detection value, and the set value of the converter voltage V2 is switched based on the determination result. The following describes a method of setting the converter voltage V2, focusing on the point that the regenerative operation of the train is compensated for with the minimum capacity as the capacitor 23 of the feed-back voltage compensator 25.
That is, here, the first set value E1 used during power running and subsequent coasting is a value obtained by adding ΔE to the no-load voltage V0 of the feeder substation 21 = 1600 V DC, and used during regeneration and subsequent coasting. The second set value E2 is set to DC1550V from the condition that the train voltage during the regenerative operation is kept below the maximum allowable voltage (DC1700V). Then, as the capacitor capacity Cb, a minimum value obtained from the braking energy Wb of the train is set, and a simulation is performed using the added value ΔE as a parameter. In this case, an added value ΔE is obtained when a result that starts from the lowest allowable voltage and ends at the highest allowable voltage is obtained.
For this reason, in the above-described equation (1), the capacitor capacitance Cb is set to 200 [F]. However, in this case, the simulation is performed with Cb = 165 [F] without giving a margin to the calculation result by the equation. I have.
Note that the conditions for determining Cb are the same as in the case of the previous calculation example. That is,
Train maximum speed: 100 [Km / h]
Capacitor upper limit voltage VH: 820 [V]
Capacitor lower limit voltage VL: 400 [V]
And
[0035]
FIGS. 22 and 23 are simulation results when almost desired results are obtained, and are calculation results when the added value ΔE is DC50V, and therefore, the first set value E1 = DC1650V. FIG. 22 shows the voltages V1, V2 and V3, and FIG. 23 shows the capacitor voltage Vc.
In particular, as can be seen from FIG. 23, during the period when the train stops with the final regenerative braking, the capacitor voltage Vc has risen from the minimum allowable voltage of 400V to the maximum allowable voltage of 820V. That is, the capacitor 23 as a compensating device exhibits a regenerative compensation capability according to its capacity calculation.
In other words, this voltage setting method has an economical design that the capacity of the capacitor 23 can be realized with a minimum capacity as the feed-back voltage compensator 25 that satisfies the demands of the train operating characteristics, especially the regenerative operation characteristics. It can be said to be possible.
Furthermore, the capacitor voltage Vc at the time of starting the train is also a value close to its maximum allowable voltage DC820V, and if the train continues to operate in this unit running pattern, the above-described efficient regenerative compensation capability is repeatedly realized. Will be done.
[0036]
As described above, according to the sixth embodiment of the present invention, the capacitor value is set to the minimum value obtained from the braking energy of the train, and the added value ΔE for determining the set value of the converter voltage at the time of the power running determination is actually calculated by the train. The capacitor voltage is set so that it rises from its minimum allowable voltage to its maximum allowable voltage during the period of stopping from the maximum speed to the regenerative braking. To increase economics.
[0037]
The method of setting the first and second set values E1 and E2 of the converter voltage is not limited to those described in the fourth to sixth embodiments, and is based on the condition that E1> E2. It can be variously modified in consideration of the feed voltage range in each case.
Further, in the above description, an electric double layer capacitor is illustrated as the capacitor 23, but it is a matter of course that the present invention is not limited to this in application of the present invention.
[0038]
【The invention's effect】
As described above, a feeder voltage compensator according to the present invention is connected to a feeder circuit that feeds a power running / regeneration train from a feeder substation via a feeder line, and includes a capacitor and the capacitor and the feeder. A feedback voltage compensator comprising a reversible converter inserted between a wire and a bidirectional voltage converter between the two,
The reversible converter is controlled so that the voltage on the feeder side of the reversible converter is equal to or higher than the no-load voltage of the feeder substation, and the reversible converter is controlled. Functions effectively, and regeneration lapse is reliably prevented, and a stable regenerative operation is realized.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing a feed-back voltage compensator according to a first embodiment of the present invention.
FIG. 2 is a diagram showing a circuit configuration of a DC / DC converter 24 of FIG.
FIG. 3 is a diagram illustrating the operation of the DC / DC converter 24 of FIG.
FIG. 4 is a diagram showing a fluctuation range of a feed voltage.
FIG. 5 is a diagram showing simulation results (train current, speed) in the first embodiment of the present invention.
FIG. 6 is a diagram showing a simulation result (voltage at each point) according to the first embodiment of the present invention;
FIG. 7 is a diagram showing a simulation result (current at each point) according to the first embodiment of the present invention;
FIG. 8 is a diagram showing a simulation result (capacitor voltage) according to the first embodiment of the present invention.
FIG. 9 is a diagram illustrating a simulation result (voltage at each point) performed as a comparative example.
FIG. 10 is a diagram illustrating a simulation result (capacitor voltage) performed as a comparative example.
FIG. 11 is a configuration diagram illustrating a feed-back voltage compensator according to a second embodiment of the present invention.
FIG. 12 is a diagram showing a simulation result (voltage at each point) according to the second embodiment of the present invention;
FIG. 13 is a diagram showing a simulation result (current at each point) according to the second embodiment of the present invention;
FIG. 14 is a diagram showing a simulation result (voltage at each point) according to Embodiment 3 of the present invention;
FIG. 15 is a diagram showing a simulation result (capacitor voltage) according to the third embodiment of the present invention.
FIG. 16 is a configuration diagram illustrating a feed-back voltage compensator according to a fourth embodiment of the present invention.
FIG. 17 is a diagram showing a procedure for determining powering, regeneration, and coasting.
FIG. 18 is a diagram showing a simulation result (voltage at each point) according to Embodiment 4 of the present invention;
FIG. 19 is a diagram showing a simulation result (capacitor voltage) according to the fourth embodiment of the present invention.
FIG. 20 is a diagram showing a simulation result (voltage at each point) according to the fifth embodiment of the present invention;
FIG. 21 is a diagram showing a simulation result (capacitor voltage) according to the fifth embodiment of the present invention.
FIG. 22 is a diagram showing a simulation result (voltage at each point) according to the sixth embodiment of the present invention;
FIG. 23 is a diagram showing a simulation result (capacitor voltage) according to the sixth embodiment of the present invention.
FIG. 24 is a configuration diagram showing a conventional feeder voltage compensator.
[Explanation of symbols]
21 feeder substation, 22 feeder circuit, 23 capacitor,
24 DC / DC converter, 25 feeder voltage compensator, 26 train,
27 feeder, 29, 29A, 29B converter controller,
30 voltage detector, 31 current detector.

Claims (9)

The feeder substation is connected via a feeder line to a feeder circuit that feeds a train to be powered and regenerated, and a capacitor is inserted between the capacitor and the feeder line to perform bidirectional voltage conversion between the two. A feedback voltage compensator comprising a reversible converter
A feedback voltage compensator for controlling the reversible converter so that the voltage on the feeder side of the reversible converter is equal to or higher than a predetermined no-load voltage of the feeder substation. The feeder substation is connected via a feeder line to a feeder circuit that feeds a train to be powered and regenerated, and a capacitor is inserted between the capacitor and the feeder line to perform bidirectional voltage conversion between the two. A feedback voltage compensator comprising a reversible converter
Detecting the output voltage of the above feeder substation,
A feeder voltage compensator for controlling the reversible converter so that a feeder side voltage of the reversible converter is equal to or higher than an output voltage detection value of the feeder substation and follows the output voltage detection value. . 3. The feed voltage compensator according to claim 2, further comprising a limiter for limiting an upper limit of a feeder side voltage of the reversible converter to a no-load voltage of the feed substation. When the running state of the train can be regarded as a repetition of a predetermined unit running pattern including power running, coasting, and regenerative operation, the voltage of the capacitor increases before and after the train runs in the unit running pattern. If
The voltage on the feeder side of the reversible converter is set to be higher by a predetermined amount than the no-load voltage of the feeder substation in claim 1, and to be higher by a predetermined amount than the output voltage detection value of the feeder substation in claim 2 or 3. A feed-back voltage compensating device, wherein a voltage rise before and after the unit running pattern of the capacitor is suppressed. The feeder substation is connected via a feeder line to a feeder circuit that feeds a train to be powered and regenerated, and a capacitor is inserted between the capacitor and the feeder line to perform bidirectional voltage conversion between the two. A feedback voltage compensator comprising a reversible converter
If the above-mentioned feeder substation has no regenerative function,
A power running regeneration judging means for detecting a feeder side current of the reversible converter and judging a power running state when the current is in an outflow direction and a regeneration state when the current is in an inflow direction,
When the feeder side voltage of the reversible converter is determined to be in the powering state, the voltage is set to a first set value. When the voltage is determined to be in the regenerative state, the voltage is set to a second set value lower than the first set value. A feedback voltage compensator for controlling a reversible converter. The first set value is a no-load voltage of the feeder substation, and the second set value is a voltage determined under a condition that keeps a train voltage during a regenerative operation within an allowable maximum value. 6. The feedback voltage compensator according to claim 5, wherein The standard voltage of the train is the standard voltage, the maximum voltage allowed during the regenerative operation of the train is the maximum voltage, and the maximum voltage drop expected in the feeder line between the train and the feed voltage compensator Is the feeder voltage drop,
The first set value is a value obtained by adding the feeder voltage drop to the standard voltage, and the second set value is a value obtained by subtracting the feeder voltage drop from the maximum voltage. 6. The feedback voltage compensator according to claim 5, wherein When the traveling state of the train can be regarded as repetition of a predetermined unit traveling pattern including powering, coasting, regenerative deceleration, and regenerative stop operation,
The first set value is a value obtained by adding ΔE to the no-load voltage of the feeder substation, and the second set value is a voltage determined under the condition that the train voltage during the regenerative operation falls within the allowable maximum value or less. age,
The capacitance Cb [F] of the capacitor is calculated by the following equation,
Cb = 2 · Wb / (VH ² −VL ² )
Here, Wb: braking energy [Kw · sec] until the train stops from the maximum speed
VH: Maximum allowable voltage of capacitor [V]
VL: Capacitor minimum allowable voltage [V] determined by the capacitor maximum allowable voltage VH and the conversion capability of the reversible converter
In the unit running pattern, the value of ΔE is set so that the voltage of the capacitor increases from the minimum allowable voltage VL to the maximum allowable voltage VH during a period in which the train stops in a regenerative operation from a maximum speed. 6. The feedback voltage compensator according to claim 5, wherein The powering regeneration determination means detects a feeder side current of the reversible converter, and when the absolute value of the current is larger than a predetermined coasting determination reference value and the direction is the outflow direction, the powering state, and the absolute value of the current is When the value is larger than the coasting determination reference value and the direction is the inflow direction, the regenerative state is determined.When the absolute value of the current is equal to or less than the coasting determination reference value, the coasting state is determined.
9. The feeder-side voltage of the reversible converter when the coasting state is determined is set to a value based on a determination result immediately before the coasting state. 3. The feed voltage compensator according to claim 1.

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