JP2005051891A - Feeding apparatus, composition of train, and tracked rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To eliminate various restrictions on and solve various problems associated with the following rolling stock: rolling stock that is directly driven across boundaries between sections under different electric systems, such as alternating current system and direct current system, in an electric railroad having feeder connections under the two different electric systems. <P>SOLUTION: An electric locomotive 12c, both for alternating current and for direct current having no current collector, is placed at the center of a train. A piece of tracked rolling stock 11c, having a current collector dedicated to direct current, a controller such as a circuit breaker, and a protector, is placed in front of or behind the electric locomotive. A piece of tracked rolling stock 11d, having a current collector dedicated to alternating current, a controller such as a circuit breaker, and a protector, is placed behind or in front of the electric locomotive. Both pieces of the tracked rolling stock are so constituted that the electric locomotive at the center and the entire train can be controlled from the driving cabs 13c and 13d positioned in front in the traveling direction; and the electric locomotive of the alternating-current and direct-current is supplied with power from the tracked rolling stock. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a feeding device, train organization, and towed vehicle in an electric railway having feeding connections of different electric systems such as alternating current and direct current.
[0002]
[Prior art]
Generally, an electric railway travels by supplying electric power from a substation to an overhead train line, receiving power with a current collector provided in the vehicle, and driving a motor of the vehicle. In addition to the difference between direct current and alternating current and the difference in voltage, the electric system fed to the train line generally has a difference in frequency even when the alternating current has the same voltage. In addition to the manufacture of vehicles according to each of these electric systems, electric vehicles compatible with a plurality of power sources for directly operating sections of two or more different electric systems have already been used.
[0003]
As a method of directly driving between two or more sections of electric systems, in the system of towing a passenger car or freight car with a locomotive, the electric locomotive dedicated to the electric system is replaced according to the electric system of each section Thus, there are a method of directly driving a passenger car and a freight car and a method of directly driving without replacing the locomotive using an electric locomotive corresponding to two or more different electric systems. In the case of a train, there is a method of directly driving using a train corresponding to two or more different electric systems.
[0004]
On the other hand, when there are two different power sources, a non-voltage section generally called a dead section is provided, and the electric system on the vehicle side is switched while passing through the section. The system is called a `` system '' and the power supply of the overhead train line in a specific section of a stop such as a station is switched, and the vehicle current collector is once separated from the train line and the electric system on the vehicle side After switching the power supply of the overhead train line on the ground side and switching both on the vehicle and on the ground, contact the current collector again with the train line and start the following run. There is a method called “switching method” or a method of switching to an electric locomotive of the electric method corresponding to the switching of the overhead train line.
[0005]
FIG. 16 is a simplified illustration of a conventional on-vehicle switching method. In the figure, an AC / DC dual-purpose AC electric vehicle 1 travels from the right side, and DC power is supplied from a DC substation (transmission station) 3. The electric system on the vehicle side is switched from DC to AC as the pantograph 2 moves from the DC overhead line 5 to the AC overhead line 7 to which AC power is supplied by the AC substation (transmission station) 4. Normally, the no-voltage section 6 has a sufficient section length for the time required for switching on the vehicle side so that it can be switched while traveling in the no-voltage section 6 even if the speed of the electric vehicle is high. It has become. After the switching of the electric system on the vehicle side is completed, the vehicle arrives at the stop 8 by normal traveling.
[0006]
On the other hand, FIG. 17 illustrates a conventional ground switching method in a simplified manner, and the AC / DC dual-purpose AC / DC electric vehicle 1 once arrives at the stop 8. Assuming that the vehicle 1 has traveled from the right side in the figure, the vehicle 1 receives power from the DC overhead line 5 to which DC power is supplied by the DC substation (power transmission station) 3, and the electric system of the vehicle is naturally DC. In order to enter the AC feeding section 7 where AC power is supplied from the AC substation (transmission station) 4 on the left side of the figure after leaving the stop 8, the electric system on the vehicle side is switched from DC to AC. There is a need. In the case of the ground switching method, the specific train line of the stop is configured to be capable of either alternating current or direct current, and the dual-use section depends on whether the switch 10 is switched to the alternating current side or the direct current side. Nine electrical systems can be selected. However, in this case, it is necessary to lower the pantograph 2 of the vehicle 1 once, to change the electric system on the vehicle 1 side, and to confirm that the switching of the electric system on the ground side is completed, and then raise the pantograph 2 again. There is. In Japan, the pantograph is not lowered or raised while traveling, so in the case of the ground switching method, the train must stop regardless of whether passengers get on or off or the crew changes.
[0007]
In addition, overseas, the feeding system at the arrival station is the later electric system, and the train that enters there arrives by coasting with the locomotive pantograph lowered, and the diesel engine for on-site replacement There is also a method in which a locomotive is cut off from a train that arrives by car, and a new electric locomotive is connected to a passenger car or a freight car to continue operation thereafter.
[0008]
In addition, even with the same electrical system, the specifications for the current collector for the train line may be limited due to the strength, tension, structure, etc. of the train line. Otherwise, you may not be able to enter the line. Of course, the structure may be completely different, such as an overhead train line and a third rail. In this case, you must prepare both a current collector for the overhead train line and a current collector for the third rail. I must.
[0009]
[Problems to be solved by the invention]
Such conventional various electric system switching systems have the following problems to be solved.
[0010]
In order to adopt the on-vehicle switching method, it is natural that an electric vehicle that can support the on-vehicle switching method needs to be manufactured. In that case, the electric vehicle must be equipped with a device and a protection device corresponding to a plurality of power sources, which is contrary to the limited size, weight and price of the vehicle. In addition, as a secondary problem, when a line section that can be connected is widened, a protection facility or a radio device corresponding to the line section must be installed together, which promotes the above problem.
[0011]
On the other hand, in the case of the ground switching method, even if it is originally a station that does not need to stop, it is necessary to stop at that station only for switching the electric method, and confirm both on-vehicle and ground switching. Therefore, there is a problem that requires a long stop. In addition, when replacing locomotives, in the configuration where service power supply such as air conditioning for passenger cars is supplied from the locomotive, the power supply is cut off during the locomotive replacement, resulting in reduced service to passengers. In addition, there are problems caused by locomotive replacement, such as mounting a backup power supply or installing a full-scale power supply in the passenger car.
[0012]
If there is a general station that becomes the terminal station due to transportation demands, etc., and the electric system is switched around that station, switch from DC to AC, for example, before the station. When the section is placed, there is a waste of having to use an AC / DC electric vehicle for only a short distance from the AC section to the stop. It may be coasting when the train arrives, but it is necessary to be able to respond to the electrical system that can receive power at that location in order to return and depart. In this case, it is obviously disadvantageous not only from the cost of the vehicle itself but also from the inspection and operation aspects.
[0013]
In addition, if the current collector is limited to the train line, if the electrical system is the same, there is no need to install multiple conversion devices etc., otherwise it is necessary to install multiple current collectors, This is in conflict with the limited size, weight, and price constraints of the vehicle. Obviously it is also disadvantageous from the aspect of inspection and operation. In particular, when the structure is completely different, such as an overhead train line and a third rail, the above problem is obvious.
[0014]
The present invention has been made in view of the above-described conventional problems, and in an electric railway having two different electric power feeding connections such as alternating current and direct current, the sections of both electric methods are directly operated. The purpose is to solve various restrictions and problems on vehicles.
[0015]
[Means for Solving the Problems]
The feeder according to the first aspect of the present invention is an AC feeder section to which AC power is fed and a DC feeder to which DC power is fed at a stop such as a station where the AC feeder and the DC feeder are connected. The sections are connected to each other through a no-voltage section, the no-voltage section is provided at the center of the stop or the like, and the AC feeding on one side and the DC feeding on the other side across the no-voltage section. Both of the feeder sections are provided with a sufficient length within the range of the stop.
[0016]
The train organization of the invention of claim 2 connects the AC feeding section to which AC power is fed and the DC feeding section to which DC power is fed through a no-voltage section, Alternatively, the no-voltage section is provided at a position similar to that, and a sufficient length is provided in the stop range for any one of the AC feeding on one side and the DC feeding on the other side across the no-voltage section. For a power feeder, a train composed of an electric locomotive arriving at the stop and a towed vehicle such as a passenger car or a freight car is composed of an electric locomotive of the electric system that matches the power feeder in the rearward direction of the train. The vehicle travels by propulsion of the electric locomotive, arrives at the stop by the same electric system as that of the feeder, and turns back.
[0017]
According to a third aspect of the present invention, in the train organization of the second aspect, the towed vehicle of the locomotive train includes an electric locomotive connected to a rear portion in the main traveling direction and a cab capable of controlling the entire train. A function is provided in at least one location in front of the traveling direction, and the function such as the operator's cab is dedicated to an AC or DC electric locomotive connected to the rear of the train depending on the traveling direction of the train. is there.
[0018]
In the train organization of the invention of claim 4, an AC electric locomotive is connected to one side of a towed vehicle such as a passenger car or a freight car, and a DC electric locomotive is connected to the other side. Regardless of whether or not current is collected by the installed current collector, the other electric locomotive can be controlled at the front cab of each electric locomotive.
[0019]
In the train organization of the invention of claim 5, the AC / DC dual-purpose electric locomotive without a current collector is arranged in the center of the train, and a DC-only current collector and a control device such as a circuit breaker are provided on the front and rear sides of the train. A towed vehicle with a device is arranged, and a towed vehicle with a control device such as a circuit breaker and a protection device and a protection device is arranged on the other side, and each towed vehicle is ahead in the direction of travel. The central electric locomotive and the entire train can be controlled from the cab provided, and the AC electric locomotive is supplied with electric power from the towed vehicle.
[0020]
The train organization of the invention of claim 6 includes a coupler that can be connected to an AC electric locomotive at the rear end of the main traveling direction of the DC electric train, and a driver's cab that can control the AC electric locomotive. The AC dedicated electric locomotive is connected to the rear part of the main traveling direction of the DC dedicated train by the coupler, and the AC electric section is connected to the AC electric section from the cab in front of the main traveling direction. The locomotive is controlled.
[0021]
According to a seventh aspect of the present invention, in the train organization according to the sixth aspect, the DC dedicated train is supplied with electric power converted into the electric system of the train from an AC dedicated electric locomotive connected to the rear part of the main traveling direction. It is characterized by having made it run by.
[0022]
The invention of claim 8 is the train organization of claim 6 or 7, wherein the AC electric locomotive does not have a device for traveling on its own, but only means for converting and supplying power to the DC electric train. It is characterized by having.
[0023]
The invention of claim 9 is a train organization in which a direct current train and an alternating current train are connected to each other, and each stop can be received in each electric system feeding section and arrives at the stop. In the case of a train cab in the front direction of travel that is different from the electric system, the rear train in the direction of travel that is compatible with the electrical system is controlled and the rear train in the direction of travel is promoted. In this case, a direct operation is performed in any of the AC section and the DC section.
[0024]
The invention of claim 10 is a train organization in which an AC dedicated train and a DC dedicated train are connected, and the AC dedicated train includes a first power conversion device that temporarily converts AC power into DC power in the vehicle; A second power conversion device that converts the first power conversion device to reconvert DC power into AC power and uses it as traveling power, and the DC train supplies DC power from the AC train Power supply means for supplying power to a power conversion device that receives the power and converts it into traveling power of the own vehicle, wherein the AC dedicated train receives DC power from the DC dedicated train and is connected to the DC side of the second power conversion device. Provided with power supply means to supply, both the AC dedicated train and the DC dedicated train receive the power required for traveling from the other train in the feeding section that is different from the electric system of the own vehicle. Is.
[0025]
The invention of claim 11 is a towed vehicle that can be combined with an electric locomotive, is capable of general control operation with the electric locomotive, and is a train system that runs by an electric motor. Equipped with a power source such as a diesel engine that does not require power supply, a first power conversion device that converts power from the power source and supplies it to the motor, and power supply from the train line or on the vehicle Both a second power conversion device that converts electric power of a power source by electricity such as a battery and supplies it to the electric motor is mounted, a current collector is not mounted, and the vehicle power of the engine or the like is in a non-electrified section In the electrified section, it is connected to the electric locomotive that can be combined, and receives power by the current collector mounted on the electric locomotive, and receives the electric power converted into the electric system of the towed vehicle. The second power conversion And supplies to the location.
[0026]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a feeding device according to one embodiment of the present invention. The feeding device according to the present embodiment is characterized in that the non-voltage section 6 that is conventionally provided outside the stop is provided near the center of the stop 8. That is, in a stop 8 such as a station where the AC feeder 4 and the DC feeder 3 are connected, between the AC feeder section 7 to which the AC power is fed and the DC feeder section 5 to which the DC power is fed. The no-voltage section 6 is connected to the center, and the no-voltage section 6 is set to the center of the stop 8 or a similar position, and either the AC feeder 4 on one side or the DC feeder 3 on the other side is sandwiched across the no-voltage section 6. The feeding power sections 5 and 7 are also provided with a sufficient length within the range of the stop 8 with respect to the stop 8.
[0027]
As a result, in the power feeding apparatus according to the first embodiment, particularly in the case of a train, the train length of the direct current train 1a or the alternating current train 1b that arrives at the length of the train platform as the stop 8 is used. On the other hand, if a sufficient length for stopping is secured, the DC train 1a traveling in the DC section 5 on the right side of the figure may arrive at the stop 8 even if the train is not compatible with AC. Similarly, even if the train is not compatible with direct current, the alternating current exclusive train 1b traveling in the alternating current section 7 on the left side in the figure can arrive at the stop 8. In addition, when using an AC / DC train, the switching operation of the electric system is not necessary, so not only the handling of crew members can be simplified, but also the number of operations can be reduced for extra-high equipment that needs to operate when switching. It is also advantageous from the aspect of repair.
[0028]
Considering the stop position error when the trains 1a and 1b arrive, it is better to protect the pantographs 2a and 2b as far as possible from the different power sources. In addition, regarding the protection method against the start of the electric car from AC to DC or from DC to AC in the different power source section, it is detected that the voltage that should have been received until then is lost, and it is transferred to the different power source. Since several methods have already been put to practical use, such as a method of opening a circuit breaker provided in a power receiving circuit on the vehicle side and a method using a fuse, these methods are also used in the present embodiment. A protection method can be used in combination, so that a serious situation can be avoided even when the trains 1a and 1b have passed the position that should have stopped.
[0029]
FIG. 2 shows a feeding device and a train organization according to the second embodiment of the present invention. The towed vehicle 11 towed by a locomotive such as a passenger car or a freight car is not only towed by an electric locomotive (here, a DC electric locomotive) 12 but is also opposed to the electric locomotive 12 so that propulsion operation is possible. A driver's cab 13 is provided on the side of the vehicle. From here, the operation necessary to control the electric locomotive 12 as well as the braking operation of the own vehicle, and between the electric locomotive 12 and the towed vehicle 11 are provided. Electric and air couplers are available.
[0030]
On the feeder side, at a stop 8 such as a station where the AC feeder 4 and the DC feeder 3 are connected, an AC feeder section 7 to which AC power is fed and a DC feeder section to which DC power is fed A no-voltage section 6 is connected between the no-voltage section 6 and the no-voltage section 6 in the center of the stop 8 or a similar position, and the AC feed 4 on one side and the DC feed on the other side across the no-voltage section 6. Each of the power feeding sections 5 and 7 with 3 is provided with a sufficient length within the range of the stop 8 with respect to the stop 8.
[0031]
According to the propulsion operation of the present embodiment, the train that has traveled from the right side in the figure is arranged in the center of the stop 8 with the no-voltage section 6, and the DC electric locomotive is received at the stop 8 while receiving DC. You can arrive at 12 and you can start again in the right direction. Of course, a train propelled by an AC electric locomotive can arrive from the left direction in the figure, and can be left as it is. Therefore, in the case of a train in which this station turns, it is not necessary to use an AC / DC electric locomotive as in the conventional case.
[0032]
FIG. 3 shows a feeding device and a train organization according to the third embodiment of the present invention. The feeding device is the same as that of the second embodiment shown in FIG. As train formation, cabs 13a and 13b are provided at both ends of the towed vehicle 11. The cab 13a is a cab capable of controlling an AC electric locomotive, and the cab 13b is a cab capable of controlling a DC electric locomotive.
[0033]
In the train organization of the present embodiment, when the AC electric locomotive 12 is connected to the left end of the towed vehicle 11, the train can be operated in the cab 13a at the right end of the towed vehicle 11 and the same covered Even the tow vehicle 11 can be driven in the leftmost cab 13b by connecting a DC electric locomotive to the opposite side, so that one towed vehicle 11 can be used for the DC section 5 as well as the AC section 7 Can also be used for. Of course, the driver's cabs 13a and 13b do not have to be limited to alternating current or direct current, but by leaving each cab to be used for both purposes, the towed vehicle is reversed for some reason in operation, or in the alternating current section. If there is, the propulsion operation can be performed even when the locomotive is connected to the opposite side in the AC section, which is advantageous because operational restrictions are reduced. In addition, if a penetration type cab configuration that can be incorporated into the formation of the towed vehicle 11 is used, it is not necessary to pull out the vehicle having the cab one by one even when the number of formations is increased or decreased. Therefore, it is also efficient in operation.
[0034]
In addition, as a direct operation method for the AC section 7 and the DC section 5, as shown in FIG. 3, the leading side of the train arriving from the AC section 7 on the left side (the right side in the figure) is already in the DC section. In an example in which 11 is a passenger car, a direct operation to the DC section 5 can be performed as it is by connecting the DC electric locomotive to the right side while the passenger car arrives at the station platform as the stop 8. Therefore, with this method, direct operation from the AC section 7 to the DC section 5 is possible without preparing an AC / DC electric locomotive. At this time, it is necessary to cut off the AC electric locomotive 12 that has been promoted so far, and in the case of a system that supplies service power from the locomotive such as air conditioning for passenger cars, the power supply is temporarily cut off. However, the power outage time has the advantage that it is much shorter than the conventional locomotive exchange system in which locomotives are connected on the same side.
[0035]
FIG. 4 shows a train organization according to the fourth embodiment of the present invention. In the case of train formation according to the third embodiment, since the locomotive 12 is exchanged, a locomotive exchange time occurs even if it is a short time. In the train organization of the present embodiment, the DC electric locomotive 12a is always connected to the right side of the train and the AC electric locomotive 12b is always connected to the left side of the diagram. However, the electric and air couplers and command lines of the towed vehicle 11 and the locomotives 12a and 12b are configured so that any of the electric locomotives 12a and 12b can control the other electric locomotive.
[0036]
Now, if the head AC electric locomotive 12b is configured to be able to control the DC electric locomotive 12a, the train arriving from the right side in the figure arrives at the stop 8 by the propulsion operation of the right DC electric locomotive 12a. it can. Then, if the pantograph of the AC electric locomotive 12b is raised as it is, and then the pantograph of the DC electric locomotive 12a is lowered, the subsequent operation to the AC section 7 side is possible.
[0037]
Although it is necessary to prepare a non-voltage section 6 at the approximate center of the stop 8, in this embodiment, since it is a locomotive train, the pantograph is located at almost both ends of the train. It is advantageous.
[0038]
FIG. 5 shows a feeding device and train organization according to the fifth embodiment of the present invention. An AC / DC electric locomotive 12c is arranged at a substantially central position of the train, and towed vehicles 11c and 11d are connected to both sides. The AC / DC electric locomotive 12c is not equipped with a pantograph. Instead, the pantographs 2c, 2d are mounted on the towed vehicles 11c, 11d at both ends, and cabs 13c, 13d capable of operating the electric locomotive 12c for AC / DC use are located at the front and rear ends of the train formation, 11c is provided at the end. The circuit configuration of this train organization is shown in FIG.
[0039]
In FIG. 5, a train arriving from the left AC section 7 will be described. The cab 13c can be operated in the right direction in the figure, and the cab 13d can be operated in the left direction. In the state of FIG. 5, AC power is received from the pantograph 2d mounted on the left towed vehicle 11d, and the AC / DC electric locomotive 12c at the center of the knitting is supplied to the knitting center via the AC electrical coupler 21d in FIG. AC power is supplied to the transformer 23 via the mounted AC circuit breaker 22d. In general, the voltage is high in the AC electric system, and thus the transformer 23 is provided. However, if the voltage can be received by the converter 24 as it is, the transformer 23 is unnecessary.
[0040]
The received alternating current is converted into direct current by the converter 24, and when the switch 25 is switched to the alternating current side, it is further converted back to alternating current by the converter 26 to drive the motor 27 and run the vehicle.
[0041]
When arriving at the stop 8 from the AC section 7 on the left side, the pantograph 2d for AC is in the AC section 7 and at the same time the pantograph 2c for DC is already in the DC section 5, so the pantograph 2c for DC is raised. The AC pantograph 2d is lowered, and the switch 25 is inverted to the DC side. As a result, direct operation from the AC section 7 to the DC section 5 becomes possible.
[0042]
In FIG. 5, for the train arriving at the stop 8 from the DC section 5 on the right side, contrary to the above case, DC power is received from the pantograph 2c mounted on the right towed vehicle 11c, and the DC in FIG. DC power is supplied to the converter 26 via the DC circuit breaker 22c and the switch 25 mounted on the AC / DC electric locomotive 12c at the center of the formation via the electric coupler 21c. The DC power to be received is converted into AC by the conversion device 26 to drive the electric motor 27 to drive the vehicle.
[0043]
When the DC pantograph 2c arrives at the stop 8 from the DC section 5 on the right side, the pantograph 2c for DC is in the DC section 5, and at the same time the pantograph 2d for AC is already in the AC section 7, so The DC pantograph 2c is lowered, and the switch 25 is inverted to the AC side. This also enables direct operation from the DC section 5 to the AC section 7.
[0044]
The circuit configuration shown here is a simplified diagram, and the method of the conversion device is not particularly limited. However, for the operation in the DC section 5, the conversion device 24 once converts AC to DC. It is necessary to be. Further, the electric motor 27 need not be limited to a method in which alternating current is generated by the conversion device 26.
[0045]
In the circuit configuration of FIG. 6, a DC circuit breaker 22c is provided on the DC side, and an AC circuit breaker 22d is provided on the AC side. Considering accidents in addition to normal handling, a circuit breaker is naturally required for circuit breakage. However, if a protection coordination circuit linked to the switch 25 is configured, direct switching is possible by switching to the ground without stopping at the stop 8. Driving is possible. In other words, the circuit breaker is opened before entering the non-voltage section 6 and after entering the next feeding section, the circuit breaker corresponding to the new feeding section is provided on the condition that the switch 25 is reversed. Just put it in. However, if the protective device against the start to the different power source section as described above is provided on the vehicle side, the required length of the non-voltage section 6 becomes longer due to the limitation of the detection time and the time required for operation, and it is provided in the stop 8 Can be difficult. In order to solve the problem, although not shown here, a speed limiting device that has been put into practical use is used in combination to suppress the approach speed to the no-voltage section 6.
[0046]
FIG. 7 shows a circuit configuration in the case where the storage battery 28 is mounted on the AC / DC electric locomotive 12c at the center position with respect to the circuit configuration of the train organization shown in FIG. The storage battery 28 is mounted as a single means of movement of the locomotive 12c and does not require the ability to move the entire train. However, if this battery 28 is mounted, the locomotive can be moved from a towed vehicle equipped with a pantograph. Even in the state where 12c is disconnected, the locomotive 12c can be moved and replaced.
[0047]
The drive source of the locomotive 12c is not limited to the storage battery 28, and a small engine and generator may be used. However, it is possible to simplify the configuration by using a storage battery that can generate direct current in accordance with the input of the converter 26. And in the case of a storage battery, since it needs to be charged, it is not shown here, but it is equipped with a bidirectional converter from direct current to direct current to charge the battery during normal operation. In this case, it is possible to employ a circuit configuration that makes the voltage suitable for the converter 26.
[0048]
FIG. 8 shows a feeding device and train organization according to the sixth embodiment of the present invention. The train organization of the present embodiment is a configuration in which a direct current dedicated train 14a and an alternating current dedicated electric locomotive 12b are connected. Both direct current train 14a and alternating current electric locomotive 12b can be connected to both electricity and air. The control circuit is configured such that the direct-current exclusive train 14a and the alternating-current exclusive electric locomotive 12b can perform overall control. That is, in the cab 13e on the right side of the DC dedicated train 14a in the figure, the AC electric locomotive 12b can be controlled.
[0049]
As a result, the train entering the stop 8 from the AC section 7 on the left side in FIG. 8 controls the AC electric locomotive 12b at the rear in the traveling direction in the cab 13e and arrives at the stop 8 by propulsion operation. Then, as shown in FIG. 9, the pantograph 2e of the DC dedicated train 14a is raised to receive power from the DC overhead line 5, and the pantograph 2b of the AC electric locomotive 12b is lowered to control the own vehicle in the cab 13e. Then, it can be directly operated to the DC section 5 on the right side.
[0050]
On the other hand, when the train arrives from the direct current section 5 on the right side in FIG. 8, the direct current section 14a can be controlled by the alternating current electric locomotive 12b to operate the direct current section and arrive at the stop 8. Then, when directly driving from the stop 8 to the AC section 7 on the left side, the AC pantograph 2b is raised, the DC pantograph 2e is lowered, and the DC dedicated train 14a is pulled by the AC dedicated electric locomotive 12b.
[0051]
As a different driving method, when the train arrives at the stop 8, there is also a method of raising the pantograph 2 e of the DC dedicated train 14 a and disconnecting it from the AC electric locomotive 12 b so that only the train 14 a leaves the DC section 5. . When the train arrives, the AC electric locomotive 12b is kept waiting in the AC section 7 of the stop 8, and the DC electric train 14a arriving from the right side in the figure is connected to the AC electric locomotive 12b in the same manner as a normal train. Then, when the pantograph 2e of the train 14a is lowered, direct driving to the subsequent AC section 7 becomes possible by towing the AC electric locomotive 12b.
[0052]
In this embodiment, since the no-voltage section 6 is provided in the central portion of the stop 8, the relationship between the positions of the pantographs 2b and 2e and the stop position is important for both the train 14a and the locomotive 12b. This can be easily realized by moving the electric vehicle to one side so that 2e does not approach the no-voltage section 6 or mounting a pantograph on the accompanying vehicle so that the pantograph does not approach the no-voltage section.
[0053]
FIG. 10 shows a circuit configuration in which both electric locomotives and trains of different electrical systems such as the train organization of FIG. 8 can be powered even when the electrical system is different from feeding. . Here, the transformer on the AC side is omitted for simplification.
[0054]
When the train travels in the AC section 7, power is received by the pantograph 2b of the AC electric locomotive 12b, AC power is supplied to the converter 24 through the circuit breaker 22b, and the converter 24 converts the power into DC. Power is supplied to the car conversion device 26b by the electric motor 27b, and power is also supplied to the DC train conversion device 26e by the electric coupler 21e to the DC train 14a. In the AC section 7, the locomotive 12b and the train 14a are both powered. Is possible. However, when traveling in the AC section 7, the DC pantograph 2e is lowered.
[0055]
On the other hand, when driving directly from the AC section 7 to the DC section 5, the train 8 arrives at the stop 8 by receiving power through the pantograph 2b of the AC electric locomotive 12b, but the pantograph 2e of the DC train 14a is already in the DC section 5. Therefore, it is possible to raise the pantograph 2e at that position. Therefore, the DC pantograph 2e is raised, the AC pantograph 2b is lowered, DC power is fed from the DC section 5 to the converter 26e of the DC train 14a via the circuit breaker 22e, and converted to DC by the converter 26e. Then, the electric motor 27e of the train 14a is driven. At the same time, the direct current from the direct current pantograph 2e is also fed to the converter 26b of the electric locomotive 12b via the electric coupler 21e, and the AC electric locomotive 12b is also powered in the direct current section 5, contrary to the above. it can. In this case, the pantograph 2b of the electric locomotive 12b is lowered.
[0056]
With this configuration, even when the AC electric locomotive 12b is entered while being connected to the DC section 5, there is no fear that the locomotive 12b becomes a useless load and the driving characteristics of the train deteriorate, and the AC section 7 When the DC train 14a is made to enter, the power can be received from the pantograph 2b of the electric locomotive 12b, which easily secures a margin as the energization capacity, so that the train 14a can sufficiently supply the necessary power.
[0057]
Although not shown here, if there is no particular problem with train operation, the vehicle corresponding to the electric locomotive 12b may simply be a vehicle for receiving alternating current and may not have a means for traveling. If trains, passenger cars, freight cars, etc. are mixed and it is necessary to pull the train, it is necessary to have the ability as an electric locomotive, but if it is just for direct operation of the train 14a to the different power source sections 5, 7, It is sufficient to receive AC and supply power to the train 14a. However, since it is inconvenient to move when the vehicle cannot run on its own, it is preferable to install a battery 28 or a small engine as shown in FIG.
[0058]
In this example, the AC electric locomotive 12b and the DC dedicated train 14a are taken as an example. However, as a train organization, a combination of a DC dedicated electric locomotive and an AC dedicated train is also possible, contrary to the above.
[0059]
11 and 12 show a power feeding device and a train organization according to the seventh embodiment of the present invention. The train organization of the seventh embodiment is an example in the case where trains of different electric systems are connected together. Electric locomotives can increase both output and tractive force, but train-type trains are sometimes preferred over locomotive-type trains, and are gradually shifting to train-type overseas. This embodiment is a train organization that can directly operate the AC section 7 and the DC section 5 in both directions by using only the AC dedicated train 14b and the DC dedicated train 14a.
[0060]
FIG. 11 shows a case where a train arrives from the DC section 5 on the right side in the figure. At this time, since there is the pantograph 2e of the DC train 14a in the DC section 5, the DC train 14a can receive power. As described in the combined example of a train and a locomotive so far, it is configured so that the other side can be controlled in the driver's cab on the top side, both of the method of traveling in propulsion and the power received from the other pantograph Both ways of powering are conceivable.
[0061]
If the no-voltage section 6 is provided at substantially the center position of the stop 8, the pantographs 2 e and 2 f of both 14 a and 14 b can be raised as shown in FIG. 12. Can be switched. Normally, trains of the same type and the same series can be combined, but the DC train 14a and the AC train 14b can be combined in this way, and as a feeder, there is a non-voltage section at almost the center of the stop 8 If 6 is provided, it is possible to directly operate each other without using an AC / DC dual-purpose train as in the prior art.
[0062]
FIG. 13 shows a circuit configuration of train formation according to the eighth embodiment of the present invention. The present embodiment is an example of a train organization circuit in which a locomotive such as a diesel engine or a gas turbine that has a power source mounted on its own vehicle and an AC train are combined. A current is supplied from a power generation set 41 such as an engine to the conversion device 42, and the locomotive is driven by the conversion device 43 and the electric motor 44, and the DC output of the conversion device 42 is connected to the converter 42 via the contactors 46 a and 46 b by the electric coupler 45. The power is supplied to the AC train on the right side of the figure, and the converter 26b drives the electric motor 27b to run the train.
[0063]
In the driving of the AC train itself, the AC power received by the pantograph 2b is supplied to the converter 24 through the circuit breaker 22b and the transformer 23 to be converted to DC power, and further converted to AC power by the converter 26b. The motor 27b is driven to travel.
[0064]
Here, there is no limitation on the locomotive or the train conversion system, but it is necessary that the converter is once converted into direct current.
[0065]
According to this embodiment, the AC train on the right side has a train platform in which the no-voltage section 6 of the feeder of the present invention is provided at a substantially central position of the stop 8 (however, for convenience of explanation, in FIG. AC section 7 on the right side and DC section 5 on the left side) After arriving at AC section 7 from the right side, the left side is connected to a locomotive equipped with a power source such as a diesel engine or a gas turbine. If electricity and air are also connected, direct operation can be performed directly in the DC section 5 and further in the non-electrified section.
[0066]
Although the locomotive is used here, of course, it may be a combination of an electric train and a train, and the electric system of the train is also DC depending on whether the section in contact with the non-electrified section is direct current, alternating current, or both. A combination with any of a dedicated train, an AC dedicated train, and an AC / DC dual-purpose train is possible.
[0067]
In addition, although not shown here, in a hybrid vehicle using both a power means using an engine and an electric power means using a battery or the like, if an attempt is made to improve the performance, the engine, the generator, the charge / discharge device, etc. become large, and the weight There were problems in terms of space, price, etc., but some functions such as charging / discharging devices were installed in the train, and in the non-electrified section, driving with the engine and generator as before, charging the battery for driving in the electrified section In addition, it is possible to provide a configuration that assists the power supply for running from the train side, whereby the number of devices to be mounted on the hybrid vehicle side can be reduced, and the above problems can be solved.
[0068]
FIG. 14 shows a circuit configuration of train organization according to the ninth embodiment of the present invention. The present embodiment is characterized by a circuit configuration that makes it possible to supply power to an electric vehicle that cannot use the pantograph when the pantograph specification does not match the specification of the train line. The pantograph 2g and the pantograph 2h have different specifications. When the pantograph 2h is not suitable for the specification of the train line, the pantograph 2g receives power by the pantograph 2g and supplies power to the conversion device 26h via the contactors 46g and 46h. A state in which the electric motor 27h is driven together with 27g is shown. In this case, the contactor 46j is opened and the converter 24h is disconnected on the circuit.
[0069]
Here, an example of AC trains is shown. However, since the power supply voltage for AC electrification is usually higher than that of DC, the magnitude of the current is larger than when power is supplied to other vehicles after conversion to DC as shown in FIG. That is, in consideration of the size of the electric wire, it is more advantageous to supply power to the other vehicle via the electric coupler 52 and the contactors 47g and 47h with the AC high voltage as shown in FIG. With the circuit configuration of FIG. 15, the converters 24g and 24h only have to bear the vehicle, so the device configuration is easier than the method of FIG.
[0070]
【The invention's effect】
As described above, according to the present invention, in the electric railway having two different electric system feeding connections such as alternating current and direct current, various restrictions as described above of the vehicle that directly operates the sections of both electric systems, It is possible to solve the problem.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a power feeding device according to a first embodiment of the present invention.
FIG. 2 is a block diagram showing a power feeding device and train organization according to a second embodiment of the present invention.
FIG. 3 is a block diagram showing a feeding device and train organization according to a third embodiment of the present invention.
FIG. 4 is a block diagram showing a feeding device and train organization according to a fourth embodiment of the present invention.
FIG. 5 is a block diagram showing a feeding device and train organization according to a fifth embodiment of the present invention.
FIG. 6 is a circuit diagram showing a circuit configuration mounted on the train organization of the fifth embodiment.
FIG. 7 is a circuit diagram showing another circuit configuration installed in the train organization of the fifth embodiment.
FIG. 8 is a block diagram showing a feeding device and train organization according to a sixth embodiment of the present invention.
FIG. 9 is an explanatory diagram of an AC section and DC section direct operation method according to the train configuration of the sixth embodiment.
FIG. 10 is a circuit diagram of a circuit configuration mounted on the train organization of the sixth embodiment.
FIG. 11 is a block diagram showing a feeding device and train organization according to a seventh embodiment of the present invention.
FIG. 12 is an explanatory diagram of an AC section and a DC section direct operation method according to the train configuration of the seventh embodiment.
FIG. 13 is a circuit diagram of a circuit configuration mounted on a train organization according to an eighth embodiment of the present invention.
FIG. 14 is a circuit diagram of a circuit configuration mounted in the train organization of the ninth embodiment of the present invention.
FIG. 15 is a circuit diagram of another circuit configuration mounted in the train organization of the ninth embodiment.
FIG. 16 is a block diagram of a conventional on-vehicle switching type feeder.
FIG. 17 is a block diagram of a power feeding apparatus using a conventional ground switching method.
[Explanation of symbols]
1a DC train
1b AC-only train
2a Pantograph for DC
2b Pantograph for AC
2c Pantograph for DC
2d Pantograph for AC
2e Pantograph for DC train
2g Pantograph for AC
2f Pantograph for AC train
2h Pantograph for AC
3 DC substation (transmission station)
4 AC substation (transmission station)
5 DC overhead wire
6 No-voltage section
7 AC overhead wire
8 stop
11 Towed vehicle
11c Towed vehicle (for direct current)
11d Towed vehicle (for AC)
12 Electric locomotive
12a DC electric locomotive
12b AC electric locomotive
12c AC / DC electric locomotive
13 cab
13a AC electric locomotive cab
13b DC electric locomotive cab
13c Driver's cab (For rightward progression in this figure)
13d Driver's cab (For leftward progression in this figure)
13e cab
14a DC train
14b AC train
21c Electric coupler (for direct current)
21d Electric coupler (for AC)
21e Electric coupler
22b AC circuit breaker
22c DC circuit breaker
22d AC circuit breaker
22e DC circuit breaker
22g AC circuit breaker
22h AC circuit breaker
23 Transformer
24 Converter
24g converter
24h converter
25 selector
24 Converter
24g converter
24h converter
25 selector
26 Converter
26b Conversion device
26e Conversion device
26g converter
26h Conversion device
27 Electric motor
27b electric motor
27e electric motor
27g electric motor
27h Electric motor
28 battery
29 Contactor
41 Electric power generator
42 Converter
43 Converter
44 Electric motor
45 Electric coupler
46a contactor
46b contactor
46g contactor
46h contactor
46j contactor
47g contactor
47h Contactor
51 Electrical coupler
52 Electrical coupler

Claims (11)

In a station such as a station where AC and DC feeders are connected, the AC feeder section to which AC power is fed and the DC feeder section to which DC power is fed are connected via a no-voltage section. Connect
The no-voltage section is provided in the center of the stop or a similar position,
A feeding device characterized in that a sufficient length is provided within the range of the stop for any feeding section of the AC feeding on one side and the DC feeding on the other side across the non-voltage section. The AC feeding section to which AC power is fed and the DC feeding section to which DC power is fed are connected via a no-voltage section, and the no-voltage section is located at the center of the stop or similar position. Provided with a feeding device that has a sufficient length in the stop range of any feeding section of the AC feeding on one side and the DC feeding on the other side across the no-voltage section,
An electric locomotive arriving at the stop and a train organized by a towed vehicle such as a passenger car or a freight car, an electric locomotive of the electric system that matches the feeding power is composed behind the train in the traveling direction of the electric locomotive A train formation that travels by propulsion, arrives at the stop by the same electric system as the feeder, and departs. The towed vehicle of the locomotive train is provided with functions such as an electric locomotive connected to the rear part of the main traveling direction and a driver's cab capable of controlling the entire train in at least one place in front of the traveling direction. The train organization according to claim 2, wherein the function is dedicated to an AC or DC electric locomotive connected to the rear of the train depending on the traveling direction of the train. An electric locomotive dedicated to alternating current is connected to one side of the towed vehicle such as a passenger car or a freight car, and an electric locomotive dedicated to direct current is connected to the other side, and current is collected by a current collector installed in the own vehicle. Regardless of whether or not to do so, the train organization characterized in that the front locomotive of each electric locomotive enables control of the other electric locomotive. An AC / DC dual-purpose electric locomotive without a current collector is arranged in the center of the train, and a towed vehicle with a DC-only current collector and a control device such as a circuit breaker and a protection device is arranged on the front and rear sides of the electric locomotive. The other side is equipped with a towed vehicle with a current collecting device dedicated to AC and a control device such as a circuit breaker and a protection device, and all the towed vehicles are located in front of the traveling direction from the cab to the central electric locomotive. In addition, the train organization is characterized by enabling control of the entire train and supplying power to the AC / DC electric locomotive from the towed vehicle. Provided with a coupler that can be connected to an AC electric locomotive at the rear end of the main traveling direction of the DC electric train, with a function such as a driver's cab capable of controlling the electric electric locomotive dedicated to the front of the main traveling direction, A train arrangement in which an AC electric locomotive is connected to a rear portion in the main traveling direction of the DC electric train by a coupler, and the AC electric locomotive is controlled from a driver's cab in front of the main traveling direction in an AC feeding section. . 7. The direct current train is configured to travel by receiving supply of electric power converted into an electric system of the train from an alternating current electric locomotive connected to a rear portion of the main traveling direction. The described train organization. The train organization according to claim 6 or 7, wherein the AC electric locomotive does not have a device for traveling on its own, but has only means for converting and supplying power to the DC electric train. It is a train organization that connects a DC dedicated train and an AC dedicated train, and at the stop, it can be received within the power section of each electrical system, and when it arrives at the stop, the electrical system is powered In the cab of the train ahead of the direction of travel different from the control section of the train in the rear of the direction of travel, which is compatible with the feeding system, and by propelling the train behind the direction of travel, Train organization that runs directly through any section. It is a train organization that connects an AC train and a DC train,
The AC dedicated train includes a first power conversion device that converts AC power into DC power once in the vehicle, travel power by converting the first power conversion device and converting DC power back to AC power. And a second power converter that
The DC train includes power connection means for supplying power to a power converter that receives DC power from the AC train and converts it into traveling power of the vehicle.
The AC dedicated train includes power connection means that receives DC power of the DC dedicated train and supplies the DC power to the DC side of the second power converter,
The train organization in which both the AC dedicated train and the DC dedicated train receive power necessary for traveling from the other train in a feeding section different from the electric system of the own vehicle. A towed vehicle that can be combined with an electric locomotive,
The electric locomotive and the overall control operation are possible with each other,
A power source such as a diesel engine that is a train system that travels by an electric motor but does not require power supply from a train line, and a first power conversion device that converts electric power from the power source and supplies the electric power to the motor , Equipped with both a power supply from the train line and a second power conversion device that converts the power of the power source by electricity such as a battery installed in the vehicle and supplies it to the motor, and a current collector Without
In the non-electrified section, the vehicle is driven by a power source of the vehicle such as the engine, and in the electrified section, the electric vehicle is connected to the electric locomotive that can be combined, and receives power by a current collector mounted on the electric locomotive, A towed vehicle that receives the electric power converted into the electric system and supplies the electric power to the second power conversion device.

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