JP4396606B2 - Alternating power supply switching facility for AC electric railway - Google Patents

Description

  TECHNICAL FIELD The present invention relates to a power supply switching facility for an AC electric railway, and more particularly to a middle section configuration for switching power supply to a feeder when a train travels in a power supply section and a control for switching a power supply.

  In AC electric railways, in order to obtain single-phase power from a three-phase power system, a Scott transformer as a three-phase to two-phase converter is used to reduce three-phase voltage imbalance, and two single-phases are provided on the secondary side. There are a method of obtaining power (M seat and T seat) and a method of obtaining two single-phase (A seat and B seat) power sources on the secondary side using a wood bridge transformer.

  When electric power is supplied to the trolley line from an electric railway substation provided with such a transformer, a middle section of the counter power supply butt is provided immediately below the substation and the feeder section.

  The configuration of the middle section is shown in FIG. As a sorting device provided with a distance (generally 1000 m) that is longer than the maximum pantograph interval of the train, the pantographs of the front and rear vehicles of the train are connected by a bus (cable). The section between the sections D1 and D2 is a middle section, and switches (switching circuit breakers) SW1 and SW2 are provided between both ends of the air sections D1 and D2 and the middle section. Two single phases (M seat and T seat) are connected from the Scott transformer ST. ) It is configured to supply power.

  With this configuration, until all trains reach the middle section range, the switch SW1 is closed and the switch SW2 is kept open to continue supplying power from the power source (M seat) on the switch SW1 side. When it is detected that the train has entered the middle section, the switch SW1 is opened and the switch SW2 is closed to start supplying power from the power source (T seat) on the switch SW2 side. When the switch SW1 and SW2 are detected to have completely exited the middle section, the switches SW1 and SW2 are returned to their original states. By repeating this, an instantaneous power failure (200 to 300 ms) occurs at the time of switching between the switches SW1 and SW2, but it is possible to switch the power supply to the feeder, and the driver must be aware of passing through the seated power section. Without driving, you can drive while driving.

  In the configuration of the middle section described above, the switches SW1 and SW2 are opened / closed every time the train passes, and an excessive switching surge occurs to increase the number of short-circuit accidents between circuit breakers. Life is shortened. For this reason, periodic equipment inspection and equipment renewal are required, and the running cost increases.

  On the train side, an instantaneous power failure occurs every time the section passes, and each time an inrush current flows through the train-equipped equipment such as a transformer, causing stress. A configuration that suppresses the inrush current and a train facility that can withstand the inrush current are also required, which causes an increase in cost.

  In addition, since the inrush current and the accident current are discriminated, the feeding protection system becomes complicated.

  As a system that can solve these problems, a separate power source is provided in the middle section instead of the switching breakers SW1 and SW2, and the output phase of the separate power source is phase-shifted from the M seat power source to the T seat power source according to the traveling position of the train. (For example, refer to Patent Document 1).

This method is shown in FIG. The separate power supply G controls the same phase as the M seat and pressurizes the middle section before the train enters the air section D1. In this state, when the train starts to enter the air section D1, power supply is started from both the separate power supply G and the M seat power supply. When all trains enter the middle section, all power is supplied from the separate power source G. Before the train begins to enter the air section D2, the separate power source G continues to supply power to the train while performing phase shift control to the same phase as the T seat power source. In this state, when the train starts to enter the air section D2, power is supplied from both the separate power source G and the T seat power source. When all the trains have passed through the air section D2, the separate power source G returns to the same phase as the original M seat power source and prepares for the next train to enter.
JP 2003-207772 A

  The above-described separate power supply system eliminates the need for the switches SW1 and SW2, eliminates the need for equipment inspection and renewal of these short cycles, and does not cause an instantaneous power failure when passing through the section on the train side.

  However, since the separate power source G requires phase shift control for adjusting the phase from the M seat power source to the T seat power source while the train passes through the middle section, a semiconductor power converter such as an inverter device is required for practical use. Is essential. In this case, the semiconductor power converter has a main circuit configuration in which a large number of power semiconductor elements are connected in series, in order to be able to supply a high voltage and a large current to the train. It becomes a problem.

  In addition, semiconductor power converters require an expensive control device including a protection circuit that protects against overvoltage and overcurrent in order to maintain its steady operation and function, and there are a lot of maintenance inspection items. Maintenance work is required.

  The object of the present invention is to eliminate the need for semiconductor power converters and switches SW1 and SW2, and to enable powering power supply to trains traveling through the section, and to generate an arc when passing through the section without causing an instantaneous power failure in the train. It is an object of the present invention to provide a power supply switching facility for an AC electric railway that can be suppressed and does not require an expensive separate power source.

  In order to solve the above-mentioned problems, the present invention basically basically pressurizes the middle section from the sitting power source via the saturable reactor, and controls the saturable reactor when the train enters the middle section. Supplying the load current necessary for train power running, and when the train exits the middle section, the load current is reduced by controlling the saturable reactor to suppress arc generation. To do.

(1) In the AC power supply switching facility for AC electric railways, which has a middle section at the butt location of the AC power supply,
The middle section is
It is comprised between the 1st and 2nd sorting apparatus, the 3rd sorting apparatus is provided in the intermediate part, the 1st middle section section between the 1st and 3rd sorting apparatus, the 2nd and 2nd A two-part configuration separated into a second middle section section between three sorting devices,
One end of both windings of a short-circuit current suppressing reactor in which two windings are coupled to each other are separately connected to the first and second middle section sections, and the other ends of both windings are connected to the first and second saturable portions. By connecting to each seat of the different power source via a reactor, the main circuit configuration that constantly pressurizes the first and second middle section sections,
When the train enters the first middle section section from one side of the seated power source, the load current starts to be supplied from the same seat power source as before the entrance through the first saturable reactor. When entering the middle section section, supply of load current is started with a power supply of a different seat from that of the first middle section section via the second saturable reactor, and a counter current power supply is provided by the short-circuit current suppressing reactor. A means for suppressing the current between them is provided.

(2) In the AC power supply switching equipment for AC electric railroads equipped with a middle section at the butting point of the power supply,
The middle section is
It is comprised between the 1st and 2nd sorting apparatus, the 3rd sorting apparatus is provided in the intermediate part, the 1st middle section section between the 1st and 3rd sorting apparatus, the 2nd and 2nd A two-part configuration separated into a second middle section section between three sorting devices,
By connecting the first and second middle section sections to the seats of the different power source through the first and second saturable reactors, the first and second middle section sections are constantly pressurized. Main circuit configuration,
When the train enters the first middle section section from the first side power supply side, the supply of load current is started with the same seat power as before the entry through the first saturable reactor, When entering the second middle section section, means for starting supply of a load current with a power source of a different seat from the first middle section section via the second saturable reactor is provided.

(3) The control devices for the first and second saturable reactors are:
Control means for reducing the DC current of the first saturable reactor before the train enters the first middle section section and reducing the supply of load current to a detectable current;
When the train enters the first middle section section or when it completely enters, the DC current of the first saturable reactor is increased, the first saturable reactor starts supplying the load current and the load current Control means to supply all of the
Control means for reducing the DC current of the second saturable reactor before the train enters the second middle section, and reducing the load current supply to a detectable current;
When the train enters the second middle section, the DC current of the second saturable reactor is increased, the second saturable reactor starts supplying load current, and the DC of the first saturable reactor is increased. Control means for reducing the current and reducing the supply of load current;
Control means for further reducing the DC current of the first saturable reactor when the train exits the first middle section section, and re-squeezing the load current to a detectable current;
Control means for further increasing the DC current of the second saturable reactor when the train has fully entered the second middle section section, the second saturable reactor supplying all of the load current;
Control means for reducing the DC current of the second saturable reactor when the train exits the second middle section section and reducing the load current supply to a detectable current again;
And at least one control means.

(4) In the AC power supply switching equipment for AC electric railroads equipped with a middle section at the butting point of the power supply,
The middle section is
It is comprised between the 1st and 2nd sorting apparatus, the 3rd sorting apparatus is provided in the intermediate part, the 1st middle section section between the 1st and 3rd sorting apparatus, the 2nd and 2nd A two-part configuration separated into a second middle section section between three sorting devices,
The first middle section section where the train enters is connected to one of the different power sources via a saturable reactor and is constantly pressurized, and the second middle section section where the train exits to the other of the different power sources is A main circuit configuration that is directly connected to the other side of the power supply and constantly pressurized,
When the train enters the first middle section section from one of the different power sources, the load current starts to be supplied from the same seat power source as before the entry through the saturable reactor, and the train starts the second middle section. When entering the section, there is provided means for starting the supply of load current from the other of the different power sources.

(5) The control device for the saturable reactor is:
Control means for reducing the DC current of the saturable reactor before the train enters the first middle section section, and reducing the supply of load current to a detectable current;
Control means for increasing the DC current of the saturable reactor when the train enters the first middle section section or when it fully enters, starts supplying load current and supplies all of the load current;
Control means for reducing the supply of load current by reducing the DC current of the saturable reactor when the train enters the second middle section section;
Control means for further reducing the DC current of the saturable reactor when the train exits the first middle section section, and re-squeezing the load current to a detectable current;
And at least one control means.

(6) In the AC power supply switching equipment for AC electric railways equipped with a middle section at the butt location of the power supply,
The middle section is a section configured between the first and second sorting devices, and is connected to one of the different power sources on the side where the train enters through a saturable reactor and is constantly pressurized. With configuration,
When a train enters the middle section section from one of the different power sources, there is provided a power supply switching means for starting the supply of load current with the same power source as before the entry through the saturable reactor. It is characterized by.

(7) The control device for the saturable reactor is:
Control means for reducing the DC current of the saturable reactor before the train enters the middle section section from one seat of the seated power source, and reducing the supply of load current to a detectable current,
Control means for increasing the DC current of the saturable reactor when the train enters the middle section section or when it completely enters, starts supplying the load current and supplies all of the load current;
Control means for reducing the supply of load current by reducing the DC current of the saturable reactor when a train enters a different power source section different from the middle section section,
Control means for further reducing the DC current of the saturable reactor when the train exits the middle section section, and re-squeezing the supply of load current to a detectable current;
And at least one control means.

  (8) The Shinkansen crossing power source matching section, substation or “feeding” section is configured by the main circuit configuration of the middle section and the control device of the saturable reactor.

  (9) The conventional substation or “feeding” section is composed of the main circuit configuration of the middle section and the control device for the saturable reactor.

  (10) A current transformer is provided for detecting a current flowing in the middle section or middle section section from the seated power source, and the control device detects a traveling part of the train and detects the current using the current detected by the current transformer. The load current of the saturation reactor is controlled.

  (11) A configuration in which a capacitor that compensates for the reactance of the main winding of the first saturable reactor is inserted in series between the power supply on the train approach side and the first saturable reactor. It is characterized by.

  As described above, the present invention has the following effects.

  (1) The conventional running power switching facility requires the most running cost and eliminates the need for a switching breaker that has become the biggest bottleneck in system reliability.

  (2) Since there is no instantaneous power outage associated with opening / closing of the switching breaker, no countermeasures for inrush current suppression and inrush current withstand capability of in-vehicle devices are required, and the cost can be reduced.

  (3) In the system using the conventional switching circuit breaker, it is difficult to distinguish the inrush current and the accident current, and the protection interlocking and the protection system are complicated, but they can be simplified.

  (4) The main circuit is composed entirely of stationary equipment, and is superior in device reliability, maintainability, and cost compared to other power supply systems.

  (5) Since the train can pass through the section without a power outage, the ride is improved.

(Embodiment 1)
FIG. 1 is a main circuit configuration diagram of a middle section showing the present embodiment, and an example using an air section as a sorting device will be described. The middle section is constructed by adding a third air section D3 to an intermediate portion of a conventional one section (for example, 1000 m) constituted by the first air section D1 and the second air section D2, thereby adding the first and second air sections D1 and D2. The divided middle section structure is divided into a first middle section section a1 between the three air sections D1 and D3 and a second middle section section a2 between the second and third air sections D2 and D3.

  The reactor L for short-circuit current suppression has a transformer structure in which two windings L1 and L2 are wound around an iron core, so that an M seat power source and a T seat power source can be coupled. The winding L1 of the reactor L has a main winding of a saturable reactor CM inserted in series at one end thereof and connected to the M seat power source, and the other end connected to the section a1. The winding L2 of the reactor L has one end connected to the section a2 with the main winding of the saturable reactor CT inserted in series, and the other end connected to the T seat power source. The current transformers DM and DT detect load currents flowing in the sections a1 and a2. An unidentified power supply switching control device (not shown) detects the train position in the middle section, such as that the train has entered the section a1, a2 based on the change in the current detection value by the current transformer DM, DT, By this detection, load current control is performed by controlling the DC current of the control windings of the saturable reactors CM and CT.

  Due to the main circuit configuration and the control device described above, in a normal time, the section a1 is pressurized by the M seat power source and the section a2 is pressurized by the T seat power source. When the train travels in the section a1, the load current controlled by the saturable reactor CM is supplied from the M seat power source of the same seat as before the approach, and when the train travels across the air section D3 (the trolleys having different power phases) When the wire is short-circuited with a pantograph, the load current controlled by the saturable reactors CM and CT is supplied while the current between the M seat power source and the T seat power source is suppressed by both windings of the reactor L. When entering a2, the load current controlled by the saturable reactor CT is supplied from the T seat power source.

  The saturable reactors CM and CT can control the firing angle that alternately reaches positive and negative polarity depending on the magnitude of the direct current supplied to the control winding, thereby controlling the current flowing through the main winding, Further, the maximum current can be obtained at an ignition angle of 0 °, or the current can be zero at 180 °. The current control of the saturable reactors CM and CT is controlled by the current supplied to the control winding based on the load current detected by the current transformers DM and DT.

  With the above configuration, in the present embodiment, when the train travels in the sections a1 and a2, the train is loaded with the saturable reactors CM and CT while suppressing the short-circuit current between the different power sources by the short-circuit current suppressing reactor L. The section can be powered by supplying current. Also, in terms of configuration, the reliability of the entire system is improved by configuring the reactor L and the saturable reactors CM and CT as compared with the case of the conventional device in which the main circuit is configured by a semiconductor power converter such as an inverter. In addition to being significantly increased, the control device can be simplified and reduced in cost, and maintenance and inspection can be simplified.

  Hereinafter, the control procedure in each traveling part until the train enters the middle section and then exits to the side power supply side will be described in detail with reference to FIG.

  (S1) Before the train enters the middle section, the middle section sections a1 and a2 divided into two are connected only to the power source that matches the seat power source on the main line side, and the saturable reactors CM, CT, and It is always pressurized through the reactor L for short-circuit current suppression.

  At this time, the seated power switching control device allows a small control current to flow in the control winding of the saturable reactor CM, and when the train pantograph starts to cross the air section D1, the load current is also supplied from the section a1 side. It is possible to supply the vehicle and to detect a train in advance by detecting a load current using the current transformer DM. Similarly, a small control current is allowed to flow in the control winding of the saturable reactor CT, and when the pantograph of the train starts to cross the air section D3, a load current can be supplied from the section a2 side, and the current transformer DT It is possible to detect in advance the train by detecting the load current.

  (S2) When the leading pantograph of the train enters the air section D1, the current transformer DM detects the load current, and by this detection, the control device increases the control winding current of the saturable reactor CM, and the main winding The saturable reactor CM is controlled until the short circuit state by gradually maximizing the load current flowing in the vehicle, and finally, all the load currents required by the train can be supplied from the section a1.

  (S3) When the pantograph at the end of the train exits the air section D1, the saturable reactor CM is in a short-circuit state, so the pantograph draws an arc in the same manner as when passing through the air section of the common-mode power supply. Without exiting the air section D1.

  (S4) While the train has entered the section a1, the control device controls the saturable reactor CM to be in a short circuit state.

  (S5) When the first pantograph of the train enters the air section D3, a little load current starts to be supplied from the T seat power supply side, and at the same time, the M through the pantograph and bus passage (cable) before and after the train. The seat power source and the T seat power source are short-circuited.

  At this time, the short-circuit current flowing through the pantograph is suppressed by the transformer coupling action of the reactor L, and the control device controls the control winding current of the saturable reactors CM and CT (threshold control of the load current). To prevent an excessive short-circuit current that could lead to an accident from flowing. However, the load current for the train is supplied through the main windings of both the saturable reactors CM and CT.

  (S6) Since the load current begins to flow through the main winding of the saturable reactor CT in the state of S5, it can be detected from the detected current of the current transformer DT that the leading pantograph of the train has entered the section a2. As a result, the control device increases the control winding current of the saturable reactor CT, shifts the main winding to the short circuit state, starts supplying the load current from the T seat power supply side, and increases the current. In parallel with this, the control device restricts the load current flowing in the main winding of the saturable reactor CM, thereby reducing the current supplied to the train from the M seat power supply side to a current that can detect the supply of the load current. . This minimizes the arc that occurs when the pantograph at the end of the train exits the air section D3.

  (S7) Since the control winding current of the saturable reactor CT is maximized while the train is completely in the section a2, the main winding continues the short-circuit state and supplies the necessary load current. At this time, the short circuit state between the M seat power source and the T seat power source is eliminated. Then, the saturable reactor CM decreases the control winding current, throttles the load current flowing through the main winding, and returns it to a state where it can be detected by the current transformer DM.

  (S8) When the top pantograph of the train exceeds the air section D2, the train begins to be supplied with load current from the T seat power supply, and the current transformer DT detects a decrease in the detected current. The apparatus decreases the control winding current of the saturable reactor CT, and starts restricting the load current flowing in the main winding.

  (S9) When the last pantograph of the train exits the air section D2, the control device further reduces the control winding current of the saturable reactor CT to a current that can detect the supply of the load current flowing in the main winding. Squeeze again. As a result, the pantograph exits the air section D2 without drawing an arc in the same manner as when passing through the air section of the common-mode power supply.

  (S10) When the train is completely pulled out to the T seat power supply side, the train is supplied with all of the load current from the T seat power supply. At this time, the control winding current of the saturable reactor CT is reduced, the load current flowing through the main winding is reduced, and the current transformer DT is maintained in a detectable state, thereby enabling the next from the section a1 side. Prepare for train entry.

  By repeating the above operation procedure, the train can pass through the middle section uninterrupted while powering.

(Embodiment 2)
FIG. 3 is a main circuit configuration diagram of the middle section showing the present embodiment. 1 is different from FIG. 1 except for the reactor L for suppressing the short-circuit current, in the section a1, the pressure is supplied from the M seat power source only through the saturable reactor CM, and in the section a2 from the T seat power source to the saturable reactor CT. The only point is to keep pressure through.

  Hereinafter, the control procedure in each traveling part until the train enters the middle section and then exits to the side power supply side will be described in detail with reference to FIG.

  (S1) Before the train enters the middle section, the middle section sections a1 and a2 divided into two are connected only to the power source suitable for the seat power on the main line side, and the saturable reactors CM and CT are connected. Is constantly pressurized.

  At this time, the seated power switching control device (not shown) allows a small control current to flow through the control winding of the saturable reactor CM, and when the train pantograph starts to cross the air section D1, the section a1 side starts. In addition, a load current can be supplied, and the approach of the train can be detected in advance by detecting the load current by the current transformer DM. Similarly, a small control current is allowed to flow in the control winding of the saturable reactor CT, and when the pantograph of the train starts to cross the air section D3, a load current can be supplied from the section a2 side, and the current transformer DT It is possible to detect in advance the train by detecting the load current.

  (S2) When the leading pantograph of the train enters the air section D1, the current transformer DM detects the load current, and by this detection, the control device increases the control winding current of the saturable reactor CM, and the main winding The saturable reactor CM is controlled until the short circuit state by gradually maximizing the load current flowing in the vehicle, and finally, all the load currents required by the train can be supplied from the section a1.

  (S3) When the pantograph at the end of the train exits the air section D1, the saturable reactor CM is in a short-circuit state, so the pantograph draws an arc in the same manner as when passing through the air section of the common-mode power supply. Without exiting the air section D1.

  (S4) While the train has entered the section a1, the control device controls the saturable reactor CM to be in a short circuit state.

  (S5) When the first pantograph of the train enters the air section D3, a little load current starts to be supplied from the T seat power supply side, and at the same time, the M through the pantograph and bus passage (cable) before and after the train. The seat power source and the T seat power source are short-circuited.

  At this time, the control device controls the control winding currents of the saturable reactors CM and CT (load current throttling control), so that the short circuit between the M seat power source and the T seat power source may cause an accident. Prevent short-circuit current from flowing. However, the load current for the train is supplied through the main windings of both the saturable reactors CM and CT.

  (S6) When the state of S5 is reached, load current begins to flow also in the main winding of the saturable reactor CT, so that it can be detected from the detected current of the current transformer DT that the leading pantograph of the train has entered the section a2. . As a result, the control device increases the control winding current of the saturable reactor CT, shifts the main winding to the short circuit state, starts supplying the load current from the T seat power supply side, and increases the current. In parallel with this, the control device throttles the load current flowing in the main winding of the saturable reactor CM, so that the load current supplied to the train from the M seat power supply side can be detected to the current that can detect the supply of the load current. squeeze. This minimizes the arc that occurs when the pantograph at the end of the train exits the air section D3.

  (S7) Since the control winding current of the saturable reactor CT is maximized while the train is completely in the section a2, the main winding continues the short-circuit state and supplies the necessary load current. At this time, the short circuit state between the M seat power source and the T seat power source is eliminated. The saturable reactor CM then throttles the control winding current and returns it to a state where the current transformer DM can detect it.

  (S8) When the top pantograph of the train exceeds the air section D2, the train begins to be supplied with load current from the T seat power supply, and the current transformer DT detects a decrease in the detected current. The apparatus decreases the control winding current of the saturable reactor CT, and starts restricting the load current flowing in the main winding.

  (S9) When the last pantograph of the train exits the air section D2, the control device further reduces the control winding current of the saturable reactor CT to a current that can detect the supply of the load current flowing in the main winding. Squeeze again. As a result, the pantograph exits the air section D2 without drawing an arc in the same manner as when passing through the air section of the common-mode power supply.

  (S10) When the train is completely pulled out to the T seat power supply side, the train is supplied with all of the load current from the T seat power supply. At this time, the control winding current of the saturable reactor CT is reduced, the load current flowing through the main winding is reduced, and the current transformer DT is maintained in a detectable state, thereby enabling the next from the section a1 side. Prepare for train entry.

  By repeating the above operation procedure, the train can pass through the middle section uninterrupted while powering.

  Furthermore, in this embodiment, compared with Embodiment 1, it becomes the simplified structure which excluded the reactor for electric current suppression, and the cost reduction of a middle section is attained.

(Embodiment 3)
FIG. 5 is a main circuit configuration diagram of the middle section showing the present embodiment. 3 differs from FIG. 3 in that the section a2 is pressurized directly from the T seat power source except for the saturable reactor CT on the T seat power source side.

  This embodiment is based on the premise that the train travels only in one direction, that is, enters from the M seat power source side and exits to the T seat power source side. In the figure, by providing a saturable reactor CM only in the middle section section a1 on the power source side where the train enters, it is possible to pass the section without pulling an arc and suppressing the short-circuit current of the counter power supply to about the load current. enable. Note that when the train is run in the reverse direction, an arc is drawn in high-speed running with a large load, but arcing can be reduced by running at low speed.

  Hereinafter, the control procedure in each traveling part until the train enters the middle section and then exits to the side power supply side will be described in detail with reference to FIG.

  (S1) Before the train enters the middle section, the middle section sections a1 and a2 divided into two are connected only to the power source adapted to the seat power on the main line side, and the section a1 is a saturable reactor CM. The section a2 is pressurized directly from the T seat power source.

  At this time, the seated power switching control device (not shown) allows a small control current to flow through the control winding of the saturable reactor CM, and when the train pantograph starts to cross the air section D1, the section a1 side starts. In addition, a load current can be supplied, and the approach of the train can be detected in advance by detecting the load current by the current transformer DM.

  (S2) When the leading pantograph of the train enters the air section D1, the current transformer DM detects the load current, and by this detection, the control device increases the control winding current of the saturable reactor CM, and the main winding The saturable reactor CM is controlled until the short circuit state by gradually maximizing the load current flowing in the vehicle, and finally, all the load currents required by the train can be supplied from the section a1.

  (S3) When the pantograph at the end of the train exits the section D1, the saturable reactor CM is in a short-circuited state, so that the pantograph does not draw an arc as when passing through the air section of the common-mode power supply. Exit air section D1.

  (S4) While the train has entered the section a1, the control device controls the saturable reactor CM to be in a short circuit state.

  (S5) When the leading pantograph of the train enters the air section D3, load current starts to be supplied also from the T seat power supply side, and at the same time, the M seat power is supplied via the pantograph and bus through (cable) before and after the train. And the T seat power supply are short-circuited.

  The short-circuit current generated at this time is detected by the current transformer DM, and the control device controls the control winding current of the saturable reactor CM (threshold control of the load current), so that the short-circuit between the M seat power source and the T seat power source. Prevents excessive short-circuit currents from flowing into the situation. However, most of the load current for the train is supplied from the T seat power source.

  (S6) In the state of S5, the load current begins to flow through the current transformer DT, and it can be detected from the detected current of the current transformer DT that the leading pantograph of the train has entered the section a2. As a result, the control device reduces the control winding current of the saturable reactor CM, reduces the load current flowing in the main winding to the minimum value, and generates an arc generated when the pantograph at the end of the train exits the air section D3. Minimize.

  (S7) While the train is completely in the section a2, the necessary load current is supplied from the T seat power source. At this time, the short circuit state between the M seat power source and the T seat power source is eliminated. Then, the saturable reactor CM decreases the control winding current, throttles the load current, and returns it to a state where the current transformer DM can detect it.

  (S8) When the top pantograph of the train crosses the air section D2, the train is in a power supply state from the T-seat power source, and the pantograph does not draw an arc as when passing through the air section of the common-mode power source. Exit air section D2.

  (S9) When the last pantograph of the train exits the air section D2, the train is in a state of power supply from the T-seat power source, as in S9, and the pantograph passes through the section of the common-mode power source, Exit the air section D2 without drawing an arc.

  By repeating the above operation procedure, the train can pass through the middle section uninterrupted while powering.

  Furthermore, in this embodiment, compared with Embodiment 2, it becomes the simplified structure which eliminated the saturable reactor CT, and the further cost reduction of a middle section is attained.

(Embodiment 4)
In the “feeding” section of the Shinkansen, the same phase of different power sources are usually matched, so the phases of the matching power sources are almost the same. However, depending on the operation of the “feed” system, the “feed” section may be 90 degrees out of phase, so the same middle section as the substation is installed.

  In this embodiment, by applying any of Embodiments 1 to 3 above to the “feeding” section where the middle section is installed, the train is powered while the middle section is constantly pressurized. It is possible to pass through as it is.

  An example of the power supply configuration applied to the “feeding” section is shown in FIG. This figure shows a case where the system of the second embodiment is applied, and the “feeding” section is configured as a split-type middle section, and the section a1 is connected to the power supply on the substation A side (M power supply). And a current transformer DM for detecting a current flowing through the main winding of the saturable reactor CM. Similarly, the section a2 is connected to the power source on the substation B side (T-seat power source) via the main winding of the saturable reactor CT, and the current for detecting the current flowing therethrough is detected. A device DT is provided. The control of the load current flowing in the main windings of the two saturable reactors CM and CT is the same as that of the second embodiment.

(Embodiment 5)
In the conventional substation, the different power source is abutted by a dead section using insulators such as insulators and FRP as a section insulator, and the train passes through the notch-off for running at the location of the different power source. .

  This embodiment uses a section insulator that has been conventionally used only between power supplies of the same phase, and configures the section where the opposite power source is abutted, by applying any one of the first to third embodiments. The train is allowed to pass with power running while the middle section is always pressurized.

FIG. 8A shows a case where the system of the second embodiment is applied. As a conventional substation configuration, three section insulators D1, D2, D3 are provided between the M seat power source and the T seat power source. Is inserted in series, and a saturable reactor CM is provided between the M seat power supply in the section a1 and the load current can be detected by the current transformer DM, and the saturable power supply is provided between the T seat power supply in the section a2. A reactor CT is provided and a load current can be detected by a current transformer DT.
The control of the load current flowing in the main windings of the two saturable reactors CM and CT is the same as that of the second embodiment. FIG. 4B shows an example of a section insulator.

(Embodiment 6)
FIG. 9 is a main circuit configuration diagram of the middle section showing the present embodiment. This embodiment is based on the premise that the switches SW1 and SW2 are omitted in the middle section configuration of about 1000 m in one section, and the middle section is always connected from the M seat power source through the main winding of the saturable reactor CM. The load current flowing through the middle section can be detected by the current transformer DM.

  Hereinafter, the control procedure in each traveling part until the train enters the middle section from the M seat power source and then exits to the T seat power source side will be described in detail with reference to FIG.

  (S1) The middle section is constantly pressurized through the main winding of the saturable reactor CM to the M seat power source on the side where the train enters.

  At this time, the seated power switching control device (not shown) applies a small control current to the control winding of the saturable reactor CM, and when the train pantograph starts to cross the air section D1, the middle section side starts. Also, the load current can be supplied.

  (S2) When the leading pantograph of the train enters the air section D1, the current transformer DM detects the load current, and by this detection, the control device increases the control winding current of the saturable reactor CM, and the main winding The saturable reactor CM is controlled to a short circuit state by gradually maximizing the load current flowing through the vehicle, and finally, all the load current required by the train can be supplied from the middle section side.

  (S3) When the pantograph at the end of the train exits the air section D1, the saturable reactor CM is in a short-circuit state, so the pantograph draws an arc in the same manner as when passing through the air section of the common-mode power supply. Without passing through section D1.

  (S4) While the train has completely entered the middle section, the control device controls the saturable reactor CM to a short circuit state.

  (S5) When the leading pantograph of the train enters the air section D2, load current starts to be supplied also from the T seat power supply side, and at the same time, the M seat power is supplied via the pantograph and bus passage (cable) before and after the train. And the T seat power supply are short-circuited.

  At this time, the current transformer DM detects a mixed current between the M seat power source and the T seat power source. With this current detection, the control device controls the control winding current of the saturable reactor CM (threshold control of the load current), so that the short circuit between the M seat power source and the T seat power source may cause an accident. Short circuit current does not flow. However, the load current for the train is continuously supplied.

  (S6) In the state of S5, the load current of the saturable reactor CM starts to decrease, and this is detected as a decrease in the detection current of the current transformer DM. As a result, the control device reduces the control winding current of the saturable reactor CM, reduces the load current flowing through the main winding to the minimum value, and generates an arc generated when the pantograph at the end of the train exits the air section D2. Minimize.

  (S7) When the rearmost pantograph of the train exits the air section D2, the train is in a state of power supply from the T-seat power supply, and the pantograph draws an arc as when passing through the air section of the common-mode power supply. Without exiting the air section D2.

  By repeating the above operation procedure, the train can pass through the middle section uninterrupted while powering.

  Further, in the present embodiment, the switches SW1 and SW2 are unnecessary in the conventional section configuration, and problems such as the life due to excessive switching surges in the switches SW1 and SW2 are also solved. The switches SW1 and SW2 may be left as backup means without being removed.

(Embodiment 7)
In the first to sixth embodiments, the saturable reactors CM and CT perform load current control by controlling the direct current of the control winding. In this load current control, the load current flowing through the main windings of the saturable reactors CM and CT is maximized (short circuit state) to supply all the load currents required by the train.

  Here, in the saturable reactor CM on the train approaching direction side, the control to make it short-circuited minimizes the impedance of the main winding, but the reactance of the main winding itself remains. For this reason, when the train passes through the section D1, the voltage of the M seat power source becomes higher than the voltage on the section a1 side, and a part of the load current continues to be supplied from the M seat power source side. An arc may be drawn when exiting from section D1.

  This embodiment proposes a different power switching facility that suppresses an arc generated when a train passes through the section D1 on the train entry side and exits, and is connected in series with the saturable reactor CM on the train entry side. A configuration is adopted in which a capacitor for compensating the reactance is inserted.

FIG. 13 shows a main circuit configuration in which the present embodiment is applied to the configuration of FIG. Portion 13 is different from FIG. 1, between the M seat power supply and saturable reactor CM, is in that interposed series capacitor C _D.

  With this configuration, the current supplied from the pantograph to the train load is smoothly transferred from the M seat power supply side to the section a1 side via the saturable reactor CM, and the arc when the pantograph passes through the section a1 is minimized. can do.

FIGS. 14 to 18 are configuration diagrams when the present embodiment is applied to FIGS. 3, 5, 7, 8, and 9. Each of the power supply on the train entry side and the saturable reactor CM is illustrated in FIGS. series between, a structure that has inserted the capacitor C _D to compensate for the reactance with the primary winding of the saturable reactor, pantograph to minimize arcing when passing through the section a1.

The main circuit block diagram of the middle section which shows Embodiment 1 of this invention. FIG. 3 is a control procedure diagram of the first embodiment. The main circuit block diagram of the middle section which shows Embodiment 2 of this invention. FIG. 6 is a control procedure diagram of the second embodiment. The main circuit block diagram of the middle section which shows Embodiment 3 of this invention. FIG. 9 is a control procedure diagram of the third embodiment. The main circuit block diagram of the feeder division which shows Embodiment 4 of this invention. The main circuit structure of the substation which shows Embodiment 5 of this invention, and the block diagram of a section insulator. The main circuit block diagram of the middle section which shows Embodiment 6 of this invention. FIG. 10 is a control procedure diagram of the sixth embodiment. Main circuit configuration example of switching section of AC electric railway. The main circuit structural example of the switching section of another power supply system. The main circuit block diagram of the middle section which shows Embodiment 7 of this invention. The main circuit block diagram of the middle section which shows Embodiment 7 of this invention. The main circuit block diagram of the middle section which shows Embodiment 7 of this invention. The main circuit block diagram of the middle section which shows Embodiment 7 of this invention. The main circuit block diagram of the middle section which shows Embodiment 7 of this invention. The main circuit block diagram of the middle section which shows Embodiment 7 of this invention.

Explanation of symbols

ST Scott transformer D1, D2, D3 air section CM, CT saturable reactor L short-circuit current suppression reactor DM, DT current transformer C _D reactance compensating series capacitor

Claims (11)

In the AC power supply switching equipment for AC electric railroads equipped with a middle section at the crossing point of the power supply,
The middle section is
It is comprised between the 1st and 2nd sorting apparatus, the 3rd sorting apparatus is provided in the intermediate part, the 1st middle section section between the 1st and 3rd sorting apparatus, the 2nd and 2nd A two-part configuration separated into a second middle section section between three sorting devices,
One end of both windings of a short-circuit current suppressing reactor in which two windings are coupled to each other are separately connected to the first and second middle section sections, and the other ends of both windings are connected to the first and second saturable portions. By connecting to each seat of the different power source via a reactor, the main circuit configuration that constantly pressurizes the first and second middle section sections,
When the train enters the first middle section section from one side of the seated power source, the load current starts to be supplied from the same seat power source as before the entrance through the first saturable reactor. When entering the middle section section, supply of load current is started with a power supply of a different seat from that of the first middle section section via the second saturable reactor, and a counter current power supply is provided by the short-circuit current suppressing reactor. A facility for switching between different power sources of an AC electric railway, characterized by comprising means for suppressing the current between them. In the AC power supply switching facility for AC electric railways with a middle section at the crossing point of the power supply,
The middle section is
It is comprised between the 1st and 2nd sorting apparatus, the 3rd sorting apparatus is provided in the intermediate part, the 1st middle section section between the 1st and 3rd sorting apparatus, the 2nd and 2nd A two-part configuration separated into a second middle section section between three sorting devices,
By connecting the first and second middle section sections to the seats of the different power source through the first and second saturable reactors, the first and second middle section sections are constantly pressurized. Main circuit configuration,
When the train enters the first middle section section from the first side power supply side, the supply of load current is started with the same seat power as before the entry through the first saturable reactor, AC power having means for starting supply of a load current with a power source of a different seat from the first middle section section via the second saturable reactor when entering the second middle section section Railroad power supply switching equipment. The control devices for the first and second saturable reactors are:
Control means for reducing the DC current of the first saturable reactor before the train enters the first middle section section and reducing the supply of load current to a detectable current;
When the train enters the first middle section section or when it completely enters, the DC current of the first saturable reactor is increased, the first saturable reactor starts supplying the load current and the load current Control means to supply all of the
Control means for reducing the DC current of the second saturable reactor before the train enters the second middle section, and reducing the load current supply to a detectable current;
When the train enters the second middle section, the DC current of the second saturable reactor is increased, the second saturable reactor starts supplying load current, and the DC of the first saturable reactor is increased. Control means for reducing the current and reducing the supply of load current;
Control means for further reducing the DC current of the first saturable reactor when the train exits the first middle section section, and re-squeezing the load current to a detectable current;
Control means for further increasing the DC current of the second saturable reactor when the train has fully entered the second middle section section, the second saturable reactor supplying all of the load current;
Control means for reducing the DC current of the second saturable reactor when the train exits the second middle section section and reducing the load current supply to a detectable current again;
The alternating power supply switching facility for an AC electric railway according to claim 1 or 2, further comprising at least one control means. In the AC power supply switching facility for AC electric railways with a middle section at the crossing point of the power supply,
The middle section is
It is comprised between the 1st and 2nd sorting apparatus, the 3rd sorting apparatus is provided in the intermediate part, the 1st middle section section between the 1st and 3rd sorting apparatus, the 2nd and 2nd A two-part configuration separated into a second middle section section between three sorting devices,
The first middle section section where the train enters is connected to one of the different power sources via a saturable reactor and is constantly pressurized, and the second middle section section where the train exits to the other of the different power sources is A main circuit configuration that is directly connected to the other side of the power supply and constantly pressurized,
When the train enters the first middle section section from one of the different power sources, the load current starts to be supplied from the same seat power source as before the entry through the saturable reactor, and the train starts the second middle section. An AC electric railway switching power supply switching facility comprising means for starting supply of load current from the other of the AC power supply when entering a section. The control device for the saturable reactor is:
Control means for reducing the DC current of the saturable reactor before the train enters the first middle section section, and reducing the supply of load current to a detectable current;
Control means for increasing the DC current of the saturable reactor when the train enters the first middle section section or when it fully enters, starts supplying load current and supplies all of the load current;
Control means for reducing the supply of load current by reducing the DC current of the saturable reactor when the train enters the second middle section section;
Control means for further reducing the DC current of the saturable reactor when the train exits the first middle section section, and re-squeezing the load current to a detectable current;
5. The AC power rail switching power supply switching facility according to claim 4, further comprising at least one control means. In the AC power supply switching facility for AC electric railways with a middle section at the crossing point of the power supply,
The middle section is a section configured between the first and second sorting devices, and is connected to one of the different power sources on the side where the train enters through a saturable reactor and is constantly pressurized. With configuration,
When a train enters the middle section section from one of the different power sources, there is provided a power supply switching means for starting the supply of load current with the same power source as before the entry through the saturable reactor. AC electric railroad power station switching equipment characterized by The control device for the saturable reactor is:
Control means for reducing the DC current of the saturable reactor before the train enters the middle section section from one seat of the seated power source, and reducing the supply of load current to a detectable current,
Control means for increasing the DC current of the saturable reactor when the train enters the middle section section or when it completely enters, starts supplying the load current and supplies all of the load current;
Control means for reducing the supply of load current by reducing the DC current of the saturable reactor when a train enters a different power source section different from the middle section section,
Control means for further reducing the DC current of the saturable reactor when the train exits the middle section section, and re-squeezing the supply of load current to a detectable current;
7. The alternating power supply switching facility for an AC electric railway according to claim 6, further comprising at least one control means.   8. The Shinkansen cross-battery power supply butt section, substation or “feeding” section is configured by the main circuit configuration of the middle section and the control device of the saturable reactor. The AC power supply switching facility for the AC electric railway described in the paragraph.   8. The conventional substation or “feeding” section is configured by the main circuit configuration of the middle section and the control device of the saturable reactor, according to claim 1. AC electric railroad power supply switching facility.   A current transformer is provided for detecting a current flowing in the middle section or middle section section from the seated power source, and the control device detects a traveling part of a train and detects the saturable reactor by the current detected by the current transformer. The load electric current control apparatus according to any one of claims 1 to 9, wherein the load current is controlled.   A configuration in which a capacitor for compensating reactance of a main winding of the first saturable reactor is inserted in series between the power supply on the train entrance side and the first saturable reactor. The alternating power supply switching facility for an AC electric railway according to any one of claims 1 to 10.

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