JP2013159174A - Control system and control method for self-excited rectifier used for feeding substation of dc electric railroad - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control system or the like for a self-excited rectifier, in which an appropriate output voltage is controlled in accordance with an operation condition of a train traveling along a railroad line.SOLUTION: A plurality of DC substations 7a, 7b, ... are connected to electric train cables 3 and rails 5. On the inside of the DC substations 7a, 7b, ..., a control section 9 and a self-excited rectifier 11 are disposed, respectively. In accordance with a predetermined condition, the control section 9 controls an output voltage command value of the self-excited rectifier. For example, in morning and evening rush hours, the number of trains to travel along a railroad line is increased and in such a case, many trains may be accelerated simultaneously. Therefore, within a predetermined time range where the number of trains is increased, the control section 9 performs control to increase an output voltage of the self-excited rectifier 11. On the other hand, in a time zone where the number of trains is decreased such as in the daytime, the control section 9 performs control to reduce the output voltage of the self-excited rectifier 11. Thus, regenerative brake invalidation is suppressed and regenerative power can be utilized effectively.

Description

  The present invention relates to a control system for a self-excited rectifier that is used in a feeding substation of a DC electric railway and controls an output voltage according to a train operation state.

  Conventionally, in DC electric railways, there are many cases where power is supplied by converting three-phase alternating current into direct current using a silicon rectifier. However, when the train accelerates (powering), the DC output voltage of the silicon rectifier decreases due to its internal resistance. For this reason, in some cases, sufficient electric power could not be supplied for the operation of the train, which sometimes hindered the operation.

  On the other hand, a self-excited rectifier may be applied to a feeding substation of a DC electric railway. The self-excited rectifier can control the output voltage to be constant, and can exchange power between the AC side (power system side) and the DC side (train side). Therefore, it is possible to return surplus power generated when the train decelerates (during regenerative braking) to the power system. For this reason, it is effective for stable braking operation and effective use of electric power.

  As an example of installing a self-excited rectifier in a DC substation, for example, each self-excited rectifier installed in a plurality of DC substations arranged along a line is commonly connected to a feeder using a superconducting wire, There is a superconducting DC feeding system that operates a self-excited rectifier in parallel and feeds a DC voltage to the electric wire (Patent Document 1).

JP 2011-051558 A

  Usually, when many trains travel on a line along which a plurality of DC substations are arranged, the acceleration timing of each train may overlap. In this case, since a lot of electric power is consumed as the train accelerates, a voltage drop may occur temporarily.

  Similarly, there are cases where almost no trains are traveling along a line along which a plurality of DC substations are arranged. In such a case, there may be no other acceleration vehicle that consumes regenerative power near the regenerative vehicle when the traveling train is regenerating.

  During regeneration, the punter voltage of the regenerative vehicle increases in addition to the output voltage of the rectifier of each DC substation, the resistance of the feeder circuit (the higher the distance between the power supply source and the consumption destination), and the regenerative current Increase by the multiplication of At this time, if the punter voltage is too high, the train may suppress and stop the regenerative braking for circuit protection.

  This invention is made in view of such a subject, and it aims at providing the control system of the self-excited rectifier etc. which control to an appropriate output voltage according to the operation condition of the train which runs along a railway line. .

  In order to achieve the above-mentioned object, a first invention is a control system for a self-excited rectifier used in a feeding substation of a DC electric railway, and includes a plurality of devices arranged along the line of the DC electric railway. A self-excited rectifier installed in each of the feeding substations, and a control unit that controls the output voltage of the self-excited rectifier, wherein the control unit changes the output voltage of the self-excited rectifier. The output voltage of the self-excited rectifiers installed in each of the plurality of feeder substations is increased or decreased substantially simultaneously according to the status of the train along the DC electric railway. This is a control system for a self-excited rectifier used in a feeding substation of a DC electric railway.

  The control unit has a timer, and the control unit increases the output voltage of the self-excited rectifier when the timer is in a high-density operation time zone where a train is expected to be congested along the line, and the number of trains decreases. It is desirable to reduce the output voltage of the self-excited rectifier at the expected low density operation time zone.

  In this case, the control unit is arranged at a place different from the feeding substation, and the control unit collectively controls the output voltages of the plurality of self-excited rectifiers arranged along the railway line. It is desirable.

  The control unit may be installed for each self-excited rectifier, and the output voltage of the self-excited rectifier may be controlled by the control unit for each self-excited rectifier.

  When increasing or decreasing the output voltage of the self-excited rectifier, the control unit gradually changes the output voltage of the self-excited rectifier at a predetermined rate of change, and a difference in output voltage generated between the self-excited rectifiers Preferably, the self-excited rectifier is set so as not to exceed a cross current prevention voltage.

  According to the first invention, the output voltage of the self-excited rectifier can be varied in accordance with the operation status of the train along the line. For this reason, for example, at the time of congestion (during high-density operation), by increasing the output voltage of the self-excited rectifier in the DC substation, it is possible to prevent a decrease in acceleration due to the voltage decrease and obtain more stable operation. . Moreover, at the time of low-density operation with few trains, by reducing the output voltage of the self-excited rectifier in the DC substation, regenerative invalidation can be suppressed and regenerative power can be used efficiently.

  In addition, since the output voltages of the self-excited rectifiers in the plurality of DC substations are changed substantially simultaneously, it is possible to prevent the occurrence of cross current between the DC substations when the output voltage changes.

  Also, if the control unit is operated by a timer, the output voltage of the self-excited rectifier at the DC substation will be increased and the operation of the train during the daytime will be increased when the preset congestion time zone (high-density operation time zone) is reached. In a small time zone (low density operation time zone), it is possible to perform appropriate control without complicating the system by lowering the output voltage. In this case, the control unit is placed at a command station other than the substation, and all the self-excited rectifiers are reliably controlled by controlling the self-excited rectifiers at each substation along the line at the command station. It can be controlled simultaneously. In addition, you may perform control in a control part not by a timer but by an operator according to the existing line condition along a railway. By doing in this way, more exact control can be performed according to a standing line situation.

  Also, when controlling the output voltage of the self-excited rectifier, the output voltage is increased and decreased over a predetermined time at a predetermined rate of change, thereby allowing variations in the output voltage of the self-excited rectifier at each DC substation (timer error and The occurrence of cross current between substations can be prevented by the equipment error).

  A second invention is a control method for a self-excited rectifier used in a feeding substation of a DC electric railway, and is installed in each of a plurality of feeding substations arranged along the line of the DC electric railway. The self-excited rectifier and a control unit that controls the output voltage of the self-excited rectifier, and the control unit causes the output voltage of the self-excited rectifier to enter a high-density operation time zone in which a train is congested along the line. When the low-density operation time zone in which the number of trains is reduced, the output voltage of the self-excited rectifier is reduced, so that the plurality of feeder substations are changed according to the status of the train along the DC electric railway. A control method for a self-excited rectifier used in a feeding substation of a DC electric railway, wherein the output voltage of the self-excited rectifier installed at each of the stations is increased or decreased substantially simultaneously.

  The timer provided in the control unit increases the output voltage of the self-excited rectifier and predicts that the number of trains will decrease when it reaches a preset high-density operation time zone where the train is expected to be congested along the line. It is desirable to reduce the output voltage of the self-excited rectifier when the low density operation time period is reached.

  It is desirable that the control unit collectively controls the output voltages of the plurality of self-excited rectifiers arranged along the railway line based on a train line voltage or a current at each feeding substation.

  When the control unit increases or decreases the output voltage of the self-excited rectifier, the difference between the output voltages generated between the self-excited rectifiers does not exceed the cross current prevention voltage of the self-excited rectifier. It is desirable to gently change the output voltage of the rectifier at a predetermined rate of change.

  According to the second invention, the output voltage of the self-excited rectifier can be varied under appropriate conditions in accordance with the operation status of surrounding trains.

  ADVANTAGE OF THE INVENTION According to this invention, the control system etc. of the self-excitation rectifier which controls to an appropriate output voltage according to the operation condition of the train which runs along a railway line can be provided.

1 is a schematic configuration diagram of a self-excited rectifier control system 1 according to an embodiment of the present invention. The figure which shows the relationship between DC output voltage and DC output current. (A) The figure which shows the fluctuation | variation of DC output voltage, (b) is the D section enlarged view of (a). The figure which shows the fluctuation | variation of DC output voltage. The flowchart which shows an example of the control method of a self-excited rectifier.

  Hereinafter, embodiments of a self-excited rectifier control system according to the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic configuration diagram of a self-excited rectifier control system 1.

  As shown in FIG. 1, a plurality of DC substations 7a, 7b,... For feeding are connected to the train line 3 and the rail 5 (only two DC substations are shown in the figure). . The DC substations 7a, 7b,... Are provided between the AC side (power system side) and the DC side (train side). Self-excited rectifiers 11 are arranged in the DC substations 7a, 7b,. Moreover, the control part 9 is arrange | positioned in the command station of the position different from DC substation 7a, 7b, ..., for example.

  The controller 9 can simultaneously control the output voltage command values of the plurality of self-excited rectifiers 11 according to predetermined conditions. As a control condition of the control unit 9, for example, the output voltage can be controlled by time.

  For example, during morning and evening rush hours, the number of trains traveling along the railway is large (high-density operation state), and in this case, many trains may accelerate at the same time. Therefore, there is a risk of temporarily consuming a large amount of power. For this reason, the control part 9 is controlled to increase the output voltage of the self-excited rectifier 11 in the predetermined time range when the number of trains increases. On the other hand, the control unit 9 controls the output voltage of the self-excited rectifier 11 to be reduced in a time zone (low-density operation state) where the number of trains is small, such as during the daytime. By doing in this way, regeneration invalidation can be suppressed and regenerative electric power can be used effectively.

  In the case of performing the control in the time zone as described above, the output voltage of all the self-excited rectifiers 11 along the line is controlled so as to increase or decrease substantially simultaneously by a timer provided in the control unit 9. By doing in this way, the cross current between DC substation 7a, 7b, ... can be prevented.

  The control unit 9 is set in advance with a high-density operation time zone and a low-density operation time zone. Also, the respective time zones can be set and changed according to the day of the week or holidays.

  As another control method, the actual operation status of the train may be monitored. For example, a voltage monitoring unit that monitors the train line voltage between the train line 3 and the rail 5 may be provided, and the operation status of the train may be grasped from the average voltage at a predetermined time. In this case, if the voltage monitoring unit determines that the operation state is high density, the control unit 9 may control the output voltage substantially simultaneously with respect to each self-excited rectifier 11 of each DC substation. Further, the current of the DC substations 7a, 7b,... Is monitored, and the output voltage is controlled almost simultaneously with respect to each self-excited rectifier 11 of each DC substation by the average current (current sum). Also good. In this way, when the status of the standing line is monitored and the output voltage of each self-excited rectifier 11 is controlled, the operator may operate the control unit 9 to appropriately control the output voltage of the self-excited rectifier 11. .

  Moreover, you may install the control part 9 for every self-excited rectifier 11 instead of the collective control by the control part 9 arrange | positioned at one place along a railway line. In this case, the control unit 9 can control each self-excited rectifier 11 by a preset timer. In the following example, the control unit 9 will be described as being arranged at a command station or the like.

  FIG. 2 is a diagram showing the relationship between the DC output current and DC output voltage of the self-excited rectifier 11. During normal operation (or in a low-density operation state), control is performed so that the DC output voltage is on the low voltage side indicated by A in the figure, and in the high-density operation state, the DC output voltage is on the high voltage side indicated by B in the figure. Is done. In this case, for example, if the normal time (A in the figure) is 1500 V, the crowded time (B in the figure) may be 1600 V.

  Here, the positive / negative voltage difference of the DC output current (the difference between the output voltage during power running and the output voltage during regeneration, indicated by C in the figure) is a cross current prevention voltage, and prevents a cross current between DC substations. To do. The cross current prevention voltage is set to about 30 V, for example.

  Next, a method for changing the DC output voltage of the self-excited rectifier 11 will be described. FIG. 3A is a diagram showing an example of a daily fluctuation of the DC output voltage, and FIG. 3B is an enlarged view of a portion D in FIG. 3A. As described above, the DC output voltage of the self-excited rectifier 11 varies depending on the surrounding line condition.

  For example, F in FIG. 3A is a morning rush hour, G is a daytime low-density operation hour, and H is an evening rush hour. The control unit 9 controls the direct-current output voltage of the self-excited rectifier 11 according to the on-line condition. For example, when each control unit 9 is controlled by a timer, when the DC output voltage of each self-excited rectifier 11 of all DC substations 7a, 7b,. Increase or decrease at the same time. As the timer, a radio clock or a GPS time signal can be used.

  When increasing or decreasing the DC output voltage, the control unit 9 controls the DC output voltage at a predetermined rate of change. For example, as shown in FIG. 3B, the DC output voltage (K in the figure) of a certain self-excited rectifier 11 is increased over time I. The reverse control is also performed when the DC output voltage is lowered.

  As described above, all the self-excited rectifiers 11 of the DC substations along the railway line are controlled simultaneously. However, due to device errors, timer errors, etc., the changes in the DC output voltage may not all coincide completely and may cause a slight shift (for example, L with respect to K in FIG. 3B). In this case, there is a possibility that a voltage difference (J in the figure) occurs in each DC output voltage at a certain time.

  In the present invention, in order to prevent the occurrence of cross current due to such an error, this error is set to be smaller than the cross current prevention voltage (voltage C in FIG. 2). By controlling in this way, it is possible to prevent a cross current between the DC substations 7a, 7b,.

  For example, when the voltage difference between the normal time and the crowded time (A and B in FIG. 2) is 100 V, the control unit 9 takes about 10 minutes (time I in FIG. 3B) for the DC output voltage. To change. By doing so, even if some error occurs, the voltage difference between the self-excited rectifiers 11 (voltage J in FIG. 3B) may exceed the cross current prevention voltage (for example, 30 V). Absent. Moreover, more stable voltage control can be performed by gently changing the DC output voltage.

  Although the system becomes complicated, each DC output voltage of each self-excited rectifier 11 is monitored, and each self-excited rectifier 11 is individually set so that the maximum difference is equal to or less than a preset cross current prevention voltage. It is also possible to control it.

  FIG. 4 shows a state in which the direct-current output voltage of the self-excited rectifier 11 is controlled in accordance with not only the control based on the time zone but also the control based on the time zone, and in addition to the actual standing line condition. Note that F, G, and H in FIG. 4 are the morning rush hours, G is the low-density operation hours during the day, and H is the evening rush hours, as in FIG. is there.

  In the example illustrated in FIG. 4, for example, even after the DC output voltage of the self-excited rectifier 11 is increased during a rush hour, the DC output voltage is further increased (M portion in FIG. 4). For example, when a large amount of electric power is temporarily consumed due to the congestion of the train during the rush hour, the self-excited rectifiers 11 along the line are further protected against the DC output voltage increased during the congestion. The DC output voltages may all be increased further at the same time. In this case, when the congestion time is set to 1600V, the voltage may be further increased by 100V to 1700V.

  Similarly, for example, in the low-density operation hours during the daytime, after controlling the DC output voltage of the self-excited rectifier 11 to the normal state, a large amount of power is temporarily consumed due to congestion of the train than planned. In such a case, all the DC output voltages of the self-excited rectifiers 11 along the line may be increased simultaneously with respect to the DC output voltage in the normal state (L portion in the figure). In this case, when the normal time is 1500 V, the voltage may be increased by 100 V to 1600 V.

  In addition, for example, when the train is not congested more than planned even after the DC output voltage of the self-excited rectifier 11 is increased during rush hours, each self-excited system along the line with respect to the DC output voltage increased at the time of congestion. All the DC output voltages of the rectifier 11 may be further reduced simultaneously. In this case, when the congestion time is set to 1600V, the voltage may be reduced by 100V to 1500V.

  In addition, the above-mentioned control performs control by a time zone, for example by a timer, and other control (control of M part, L part, and N part in a figure) is judged by an operator, other voltage monitoring parts, etc. Control is sufficient.

  FIG. 5 is a diagram illustrating an example of a method for controlling the self-excited rectifier 11. For example, the control unit 9 controls the self-excited rectifier 11 as follows. First, in the normal state (low density operation state), the control unit 9 sets the DC output voltage of the self-excited rectifier 11 to the low voltage side (A in FIG. 2) (step 101).

  When not in a high-density operation state (step 102), it is held on the low voltage side, but if there is a separate output voltage change instruction from the command center (step 105), the DC output voltage is controlled by the instruction (step 105). Step 106). For example, even in the time zone on the low voltage side, if the power consumption is large, the voltage is increased, and if the power consumption decreases in the increased state, an instruction is given to return to the normal voltage (FIG. 4). L part). Note that the voltage is not further reduced from the low voltage side state.

  When the high-density operation state is reached from this state, the control unit 9 increases the DC output voltage of the self-excited rectifier 11 and sets it to the high voltage side (B in FIG. 2) (steps 102 and 103). Note that, as described above, the determination as to whether the vehicle is in a high-density operation state may be made by using a timer. The variation in the train line voltage is monitored, and the average voltage of the train line voltage for a predetermined time falls below a threshold value. It may be determined that the vehicle is in a high-density operation state.

  In the high-density operation state, it is held on the high voltage side, but if there is a separate output voltage change instruction from the command center or the like (step 107), the DC output voltage is controlled by the instruction (step 108). For example, when the power consumption is small even in the time zone on the high voltage side, the voltage is lowered, and if the power consumption increases in the lowered state, an instruction is given to return to the high voltage side (FIG. 4). N part). Further, in the time zone on the high voltage side, when the power consumption is higher than planned, the voltage may be further increased temporarily. In this state, if the power consumption reaches a predetermined amount, an instruction is given to return to the normal high voltage state (M portion in FIG. 4).

  Further, when the low density operation state is entered again from this state, the control unit 9 reduces the DC output voltage of the self-excited rectifier 11 and sets it to the low voltage side (A in FIG. 2) (step 104). As described above, the determination as to whether or not the vehicle is in a low-density operation state may be performed by a timer. The variation in the train line voltage is monitored, and the average voltage of the train line voltage for a predetermined time exceeds the threshold value. It may be determined that the vehicle is in a low density operation state. As described above, appropriate DC output voltage control is performed in accordance with the operation status of the train along the line.

  As described above, according to the self-excited rectifier control system 1 of the present embodiment, the self-excited rectifier 11 is controlled so as to have an appropriate output voltage according to the operation status of the train along the line. Therefore, it is possible to prevent the acceleration device and the speed from being lowered due to the protection device operating due to a decrease in the punter voltage of each train. Similarly, the rise of the punter point voltage can prevent the occurrence of regeneration invalidation and the like.

  Further, since the DC output voltage of the self-excited rectifier 11 is simultaneously controlled in all the DC substations 7a, 7b,..., It is possible to prevent the occurrence of cross current between the substations. Furthermore, the change of the DC output voltage is gradually performed at a predetermined change rate over a predetermined time. Therefore, it is possible to prevent a cross current from being generated between substations due to an error between devices, and to perform stable control.

  Moreover, by controlling each self-excited rectifier by the timer, all the self-excited rectifiers 11 can be controlled simultaneously.

  As mentioned above, although embodiment of this invention was described referring an accompanying drawing, the technical scope of this invention is not influenced by embodiment mentioned above. It is obvious for those skilled in the art that various modifications or modifications can be conceived within the scope of the technical idea described in the claims, and these are naturally within the technical scope of the present invention. It is understood that it belongs.

1 ... Self-excited rectifier control system 3 ... Train line 5 ... Rails 7a, 7b ... DC substation 9 ... Control unit 11 ... Self-excited rectifier

Claims (9)

A control system for a self-excited rectifier used in a feeding substation of a DC electric railway,
A self-excited rectifier installed at each of a plurality of feeder substations arranged along the line of the DC electric railway,
A control unit for controlling the output voltage of the self-excited rectifier;
Comprising
The control unit can change the output voltage of the self-excited rectifier,
A DC electric railway system characterized in that the output voltage of the self-excited rectifiers installed at each of the plurality of feeder substations is increased or decreased substantially simultaneously according to the status of the train along the DC electric railway. Control system for self-excited rectifiers used in electrical substations. The control unit has a timer,
The control unit increases the output voltage of the self-excited rectifier when the timer is in a high-density operation time zone where the train is expected to be congested along the line, and in the low-density operation time zone in which the train is expected to decrease. The control system of the self-excited rectifier according to claim 1, wherein the output voltage of the self-excited rectifier is reduced. The control unit is arranged at a location different from the feeder substation,
The control system for a self-excited rectifier according to claim 1 or 2, wherein the control unit collectively controls output voltages of a plurality of the self-excited rectifiers arranged along a railway line. The control unit is installed for each self-excited rectifier,
3. The self-excited rectifier control system according to claim 2, wherein an output voltage of the self-excited rectifier is controlled by the control unit for each self-excited rectifier.   When increasing or decreasing the output voltage of the self-excited rectifier, the control unit gradually changes the output voltage of the self-excited rectifier at a predetermined rate of change, and a difference in output voltage generated between the self-excited rectifiers The self-excited rectifier control system according to any one of claims 1 to 4, wherein the control system is set so as not to exceed a cross-current preventing voltage of the self-excited rectifier. A control method for a self-excited rectifier used in a feeding substation of a DC electric railway,
A self-excited rectifier installed at each of a plurality of feeder substations arranged along the line of the DC electric railway,
A controller that controls the output voltage of the self-excited rectifier, and
The control unit increases the output voltage of the self-excited rectifier when it is in a high-density operation time zone where the train is congested along the line, and the output voltage of the self-excited rectifier is increased in the low-density operation time zone where the train is reduced. By decreasing, the output voltage of the self-excited rectifier installed at each of the plurality of feeder substations is increased or decreased substantially simultaneously in accordance with the status of the train along the DC electric railway. A control method for a self-excited rectifier used in a feeding substation of a DC electric railway.   The timer provided in the control unit increases the output voltage of the self-excited rectifier and predicts that the number of trains will decrease when it reaches a preset high-density operation time zone where the train is expected to be congested along the line. 7. The method of controlling a self-excited rectifier used in a feeding substation of a DC electric railway according to claim 6, wherein the output voltage of the self-excited rectifier is reduced when the low density operation time period is reached.   The control unit collectively controls output voltages of a plurality of the self-excited rectifiers arranged along a railway line based on a train line voltage or a current in each feeding substation. 6. A control method for a self-excited rectifier used in a feeding substation of a DC electric railway according to 6. When the control unit increases or decreases the output voltage of the self-excited rectifier, the difference between the output voltages generated between the self-excited rectifiers does not exceed the cross current prevention voltage of the self-excited rectifier. 9. The self-excited rectifier control method according to claim 6, wherein the output voltage of the rectifier is gradually changed at a predetermined rate of change.

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