JP5269525B2 - Electric vehicle with arc horn - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric vehicle that safely protects a railroad vehicle against any ground-fault accident even under any environment. <P>SOLUTION: The electric vehicle travels while receiving high-voltage power. The electric vehicle includes: a vehicle body having a ceiling; a high-voltage apparatus mounted to the vehicle body; a pantograph 22 provided on the ceiling of the vehicle body so as to be contactable with a trolley wire; a high-voltage circuit 27 for leading high-voltage power, received by the pantograph from the trolley wire, to the high-voltage apparatus; and an arcing horn 34 that includes a high-voltage-side electrode 47 connected to the high-voltage-circuit side and a ground-side electrode 48, which is provided in the vehicle body and connected to ground potential while facing the high-voltage-side electrode at an interval, and discharges when the voltage of the trolley wire is abnormally increased. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to an AC electric vehicle, and more particularly to an electric vehicle including an arc horn.

  In AC railway vehicles with a relatively high ground voltage, such as a train line voltage of 25 kV, in order to prevent ground faults with respect to the car body or equipment, it was determined by the respective applicable regulations both in Japan and overseas. By ensuring a sufficient space insulation distance and creepage insulation distance, a ground fault caused by arc discharge is prevented. In order to prevent a ground flash accident, the voltage fluctuation range on the power supply side is specified, the discharge start voltage is set as a protective operation by a lightning arrester and arc horn provided on the power supply side such as a train line, and the vehicle It is important to set the discharge start voltage of the lightning arrester installed in the.

  Usually, the discharge start voltage of the arc horn provided on the ground side is set to about four times the rated voltage of the train line when dry and about three times when water is poured. The lightning arrester starts discharging at a voltage about 3 to 4 times the rated voltage of the train line. Both the arc horn and the lightning arrester protect the vehicle from a surge caused by lightning or the like (for example, Patent Document 1).

However, even if a sufficient insulation distance is secured based on the above provisions, it is usually unrelated to phenomena such as lightning surges depending on the weather and environmental conditions such as humidity and salt content in the air. In spite of the expected voltage fluctuation range, there has been a rare occurrence of a ground flash, for example, between a pantograph placed on the roof of a vehicle body and the roof of the vehicle body. However, the event that had been confirmed before this time was that the surface of each other's goods was slightly burned by the arc, and it was confirmed by visual check during vehicle inspection that the flashing occurred during operation of the vehicle. It did not directly impede vehicle performance or operation.
JP 2004-291712 A

  On the other hand, it is easily imagined that arc discharge easily occurs on the day when a thick fog occurs because there is a lot of moisture contained in the air. However, actually, even if a minute discharge occurs in each part of the extra high voltage on the vehicle or on the ground, no significant arc discharge occurs. This is because the vehicle design is such that it does not easily cause an unnecessary earth flash. Many years of experience in the actual AC electrification section have confirmed that there is no problem in the design.

  However, despite the fact that a sufficient insulation distance is secured against the specified value, a severe arc phenomenon that has not been seen so far has occurred between the extra high part on the car body roof and the car body. Recently, there have been some cases of melting damage. In order to identify the cause of the recent occurrence of such an accident, it is necessary to bring back the air at the time of the accident and to investigate and analyze the atmospheric components and conditions in laboratories. . However, taking an air sample at the time of an accident is not practical and difficult to implement.

  Designs related to extra high equipment and the insulation distance on the vehicle body side are performed based on almost uniform regulations worldwide. Further, in practice, even if there is some arc discharge due to changes in the salinity and humidity in the atmosphere, as described above, the degree is insignificant. Furthermore, the high-end equipment mounted on the vehicle is of course a standard design product that does not assume the occurrence of a severe discharge phenomenon that has not been seen in the past. In such a situation, it is not easy to change the specifications of the device.

  Of course, in any vehicle, a lightning arrester for absorbing a surge voltage applied to the train line is connected. However, the discharge start voltage of the lightning arrester is set so as to be able to absorb a surge of a high voltage that is not usually possible, which is generally called a lightning surge. Therefore, the lightning arrester does not operate at all even if the overhead line voltage becomes somewhat high within the voltage fluctuation range of the train line or due to a switching surge caused by a circuit breaker such as VCB. Therefore, even if the arc discharge accident is due to fluctuations in the train line voltage, the arc arrester cannot be prevented by the lightning arrester.

  Furthermore, the lightning arrester normally has a discharge function part disposed inside the insulator. Therefore, even if the external environment changes, for example, even if arc discharge occurs between the surfaces of parts mounted on the rooftop of the vehicle or between devices, the lightning arrester has a voltage lower than the design value. It is impossible to start discharging as an original function.

  On the other hand, the arc horn provided on the ground side is originally provided to prevent the occurrence of a surface flash of the insulator on the ground due to a lightning surge or the like, resulting in an insulator damage accident. For this reason, the arc horn normally discharges as a function of the original arc horn within the voltage fluctuation range of the train line, even if it is considered that a minute discharge phenomenon as observed on the insulator surface occurs. Never start. Further, since the arc horn on the ground side is only attached to some specific insulators, even when the vehicle is in an environment where arc discharge is likely to occur, it is not necessarily possible to protect the vehicle.

  The present invention has been made in view of the above points, and an object of the present invention is to safely protect a railway vehicle against a ground fault even in any environment in an electric vehicle that receives high voltage power and travels. It is to provide a possible electric vehicle.

  An AC electric vehicle according to an aspect of the present invention is an electric vehicle that receives high-voltage power and travels, and includes a vehicle body having a ceiling, a high-voltage device mounted on the vehicle body, a ceiling of the vehicle body, and a train. A pantograph that can contact a line, a high-voltage circuit that leads high-voltage power received from the train line by the pantograph to the high-voltage device, a high-voltage side electrode connected to the high-voltage circuit side, and the high-voltage side provided on the vehicle body And an arc horn that has a ground-side electrode that is opposed to the electrode at an interval and connected to the ground potential, and that discharges when the train line voltage abnormally rises.

  According to the above configuration, it is possible to provide an electric vehicle capable of safely protecting a railway vehicle against a ground fault even under any environment.

Hereinafter, an electric vehicle according to an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 shows an electric locomotive as an electric vehicle according to the present embodiment. As shown in FIG. 1, the electric locomotive 10 includes a pair of carriages 16 each provided with wheels 14, and a vehicle body 17 supported on the carriage via a spring 15. A main motor 18 is placed in the vicinity of the wheel 14 on each carriage 16. The main motor 18 is connected so that rotational force can be transmitted to the wheels 14 through a gear box and a coupling (not shown). The wheel 14 is placed on the rail 13.

  For example, two pantographs 22 are provided on the ceiling 20 of the vehicle body 17. Each pantograph 22 is provided so as to be movable between a power supply position shown in contact with the overhead train line (overhead line) 24 and a storage position separated from the overhead train line. On the ceiling 20, extra high voltage equipment such as a main circuit breaker and a lightning arrester is placed. A transformer is placed inside the vehicle body 17. Various underfloor devices 25 are installed under the floor of the vehicle body 17.

  The high-voltage AC power supplied from the overhead train line 24 to the pantograph 22 is sent to other electric devices to be described later, and then supplied to each main motor 18 through wiring not shown. The main motor 18 is driven by the supplied electric power, and rotates the wheel 14 through the gear box and the coupling, whereby the electric locomotive 10 travels on the rail 13.

  FIG. 2 schematically shows a high-voltage circuit of an electric locomotive. As shown in FIG. 2, the high voltage circuit 27 supplies the AC power collected from the overhead train line 24 by the pantograph 22 to the primary side of the main transformer 28 via the main circuit breaker 26. The electric power is supplied to the main motor 18 by the power conversion device 30 connected to the secondary side of the main transformer. Thereby, the main motor 18 is driven and the electric locomotive 10 travels. The power conversion device 30 includes a DC output conversion device, an AC output conversion device, and the like depending on the type of the main motor to be supplied with power. In the present embodiment, a three-phase AC motor is used as the main motor 18, and the power conversion device 30 outputs AC power. The power supply destination is not limited to the main motor for driving the vehicle, but may be a power supply circuit for supplying service power for passengers, for example.

  In the high voltage circuit 27, a lightning arrester 32 is connected between the main circuit breaker 26 and the main transformer 28. The lightning arrester 32 is set in advance to a desired opening start voltage, and protects the device from the effects of lightning surges and the like. In the high voltage circuit 27, an arc horn 34 is provided between the pantograph 22 and the main circuit breaker 26. The arc horn 34 has a high-voltage side electrode connected to the high-voltage side and a ground-side electrode grounded to the vehicle body, and is provided between the pantograph 22 and the vehicle body 17 in terms of potential. As will be described later, the arc horn 34 arcs when the train line voltage abnormally rises, and protects the vehicle body 17 and the devices mounted on the vehicle body 17 from a flash accident.

  FIG. 3 is a cross-sectional view schematically showing a ceiling and a pantograph portion of the electric locomotive 10, and FIG. 4 is an enlarged view of the insulator and arc horn of the pantograph. As shown in FIGS. 3 and 4, the pantograph 22 includes a boat plate 40 that supports a sliding plate that contacts the overhead train line 24, an upper frame 41, a lower frame 42, and a lower frame 42 that support the boat plate so as to be movable up and down. It has a frame 44 that is rotatably supported. The frame 44 is insulated and supported by a plurality of support insulators 46 and is attached to a mounting base 50 provided on the ceiling 20 of the vehicle body 17. Each support insulator 46 is provided upright in a substantially vertical direction, the upper end in the axial direction is bolted to the frame 44, and the lower end in the axial direction is bolted to the mounting base 50. The pantograph 22 is electrically connected to the high voltage circuit 27 via a conductor (not shown). Each support insulator 46 is formed of an insulator such as ceramic or polymer.

  The arc horn 34 has a high voltage side electrode 47 connected to the high voltage circuit side and a ground side electrode 48 connected to the ground potential. The high-voltage side electrode 47 and the ground-side electrode 48 are each formed in a rod shape from a conductive metal such as iron. The high voltage side electrode 47 is connected to the frame 44 of the pantograph 22 and is located on the upper end side of the support insulator 46. Thereby, the high voltage side electrode 47 is connected between the pantograph 22 and the main circuit breaker 26 in the high voltage circuit 27. The high-voltage side electrode 47 extends substantially horizontally from the underframe 44 toward the outside, and the tip end portion 47a is bent toward the ceiling 20 of the vehicle body 17 and extends substantially vertically.

  The ground side electrode 48 is connected to the vehicle body 17. According to the present embodiment, the ground side electrode 48 is bolted to the mounting base 50 and is located in the vicinity of the support insulator 46. The ground side electrode 48 extends substantially vertically from the mounting base 50 toward the high voltage side electrode 47. The distal end portion of the ground side electrode 48 is opposed to the distal end portion 47 a of the high voltage side electrode 47 with a predetermined interval L. This interval L is set to an optimum size according to the environmental conditions of the area where the electric locomotive 10 is arranged. In other words, the interval L is set to a size at which normal arc discharge is performed between the high-voltage side electrode 47 and the ground-side electrode 48 in the region where the electric locomotive 10 is disposed.

  According to the electric locomotive 10 configured as described above, an arc horn having one electrode connected to the ground side is provided on the vehicle body, so that when the train line voltage rises abnormally, a normal arc is generated by the arc horn. By discharging, it is possible to protect the vehicle body, equipment mounted on the vehicle body, support insulators, and the like from a flashover accident. For example, unlike an electric power transmission line on the ground, a railway vehicle is not necessarily limited in its operating range, so it can be considered to travel to an area with a poor environment or an area with insufficient ground facilities. According to the electric locomotive described above, since the arc horn 34 is mounted on the vehicle, even if the vehicle is traveling in an AC electrified section where the arc horn or the lightning arrester is not provided on the ground, the vehicle equipment and the vehicle body are arced. Will not be damaged.

  According to the present embodiment, even when a large surge occurs when the main circuit breaker 26 is open, that is, when the pantograph 22 is first raised from the storage position to the power feeding position and connected to the overhead train line 24, A normal arc discharge is performed by the mounted arc horn 34, and there is no damage to equipment mounted on the vehicle or the vehicle body. That is, according to this embodiment, the arc horn or the lightning arrester provided on the ground side is not protected, and the environment is such that a flash accident has occurred between the extra high voltage part and the vehicle body. Even if there is, it is possible to protect the equipment mounted on the vehicle and the vehicle body from a flash accident.

The support insulator 46 that supports the pantograph 22 is an insulator such as ceramic or polymer, but a minute leakage current flows on the surface of the support insulator. If the ground-side arc horn or lightning arrester cannot absorb, or if they are not on the ground side, sudden voltage fluctuations that destroy the insulation of the support insulator occur, or in the air When environmental conditions change so that insulation cannot be maintained, normal arc discharge is performed by the arc horn 34 provided on the vehicle body to prevent damage to the support insulator and protect the equipment and vehicle body. Can do.
From the above, it is possible to provide an electric vehicle capable of safely protecting a railway vehicle against a ground fault even under any environment.

  The shape of the arc horn 34 is not limited to the above-described embodiment, and can be variously modified. FIG. 5 illustrates various arc horns having different tip shapes. According to the arc horn 34 shown in FIG. 5A, the tip end portion 47a of the high-voltage side electrode 47 and the tip end portion 48a of the ground side electrode 48 are each inclined and extended outward with respect to the vertical direction.

  According to the arc horn 34 shown in FIG. 5B, the tip end portion 47a of the high voltage side electrode 47 extends in the vertical direction, and the tip end portion 48a of the ground side electrode 48 extends in the horizontal direction. According to the arc horn 34 shown in FIG. 5C, the tip end portion 47a of the high voltage side electrode 47 and the tip end portion 48a of the ground side electrode 48 are each formed in a loop shape.

  Depending on the environment of the area where the electric vehicle is arranged, or depending on the time when fog is likely to occur, the arc horn in the above-described embodiment or the arc horn of various shapes as shown in FIG. By selecting and using the optimum one, the arc horn function can be maximized. As described above, the high-voltage side electrode 47 and the ground-side electrode 48 of the arc horn 34 are attached to the pantograph 22 or the vehicle body by bolting. Therefore, the arc horn 34 can be easily replaced with another shape of arc horn by removing the bolt.

  In the above configuration, the entire arc horn electrode is replaced. However, as in the second embodiment shown in FIGS. 6 and 7, the tip portions 47a and 48a of the high voltage side electrode 47 and the ground side electrode 48 are used. It is good also as a structure which can be attached or detached with respect to the base end part of an electrode, and replace | exchange only the front-end | tip part with another front-end | tip part from which a shape differs. In this case, it is good also as a structure which can replace | exchange the front-end | tip part only for either one of a high voltage | pressure side electrode or a ground side electrode.

Next, an electric locomotive according to a third embodiment will be described.
FIG. 8 schematically shows an arc horn and a high-voltage circuit of an electric locomotive according to the third embodiment, and FIG. 9 shows a state in which the position of one electrode of the arc horn is adjusted.

  According to the third embodiment, at least one of the high-voltage side electrode 47 and the ground-side electrode 48 constituting the arc horn 34 is provided so as to be movable, and the interval between these two electrodes can be adjusted. . Here, the ground side electrode 48 is provided so as to be movable up and down with respect to the vehicle body 17. That is, the support block 52 is fixed to the mounting base 50 fixed to the ceiling 20 of the vehicle body 17, and the ground side electrode 48 is supported by the support block via the swing arm 54. As the swing arm 54 rotates, the ground side electrode 48 moves up and down in a substantially vertical direction, and the interval L with the high voltage side electrode 47 changes. The ground side electrode 48 is electrically connected to the vehicle body 17 through the ground wire 55.

  The mounting base 50 is provided with, for example, a pilot motor 56 as driving means for rotating the swing arm 54. In the high voltage circuit 27, a voltage detection device 58 is connected between the main circuit breaker 26 and the arc horn 34. A voltage detection device 58 having the same potential as that of the pantograph 22 detects the voltage of the overhead train line 24 and supplies a control signal corresponding to the detected voltage to the pilot motor 56. The pilot motor 56 operates based on the sent control signal to rotate the swing arm 54 and move the ground side electrode 48 up and down. Thereby, the space | interval L of the high voltage | pressure side electrode 47 and the ground side electrode 48 in the arc horn 34 is adjusted to the space | interval suitable for the detected train line voltage.

  For example, in the case of an electric vehicle capable of directly operating an AC voltage 15 kV section and an AC voltage 25 kV section, the voltage detection device 58 detects whether the train line voltage in the section that is currently running is 15 kV or 25 kV. The control signal c corresponding to the detection result is sent to the pilot motor 56. The pilot motor 56 raises and lowers the ground-side electrode 48 based on the sent control signal, and sets the interval between the arc horns to an interval L25 or L15 suitable for the train line voltage. As shown in FIG. 8, in the AC voltage 25 kV section, the ground-side electrode 48 is lowered and the distance between the arc horns 34 is set to L25. Further, as shown in FIG. 9, in the AC voltage 15 kV section, the ground side electrode 48 is raised, and the distance between the arc horns 34 is set to L15 shorter than L25.

  Although the high-voltage side electrode 47 can be made movable, for example, it is necessary to ensure insulation of the signal line with respect to 25 kV in order to supply a control signal.

  According to the third embodiment configured as described above, the distance between the electrodes of the arc horn can be easily adjusted, and the optimum electrode distance can be set according to the environment in which the electric vehicle travels. Can do. In the third embodiment, the other configuration of the electric locomotive is the same as that of the first embodiment described above, and the same reference numerals are given to the same portions, and detailed description thereof is omitted. Also in the third embodiment, it is possible to obtain the same effects as those in the first embodiment.

  Next, an electric locomotive according to a fourth embodiment will be described. FIG. 10 schematically shows a configuration around an arc horn and an insulator of an electric locomotive according to the fourth embodiment. This embodiment is configured to adjust the electrode interval of the arc horn according to the mole current.

  As shown in FIG. 10, the lower end of the support insulator 46 that supports the pantograph 22 is attached to the ceiling 20 of the vehicle body via an insulating table 60. The support insulator 46 is grounded to the vehicle body 17 via a ground wire 62. The vehicle body 17 is provided with a current detection device 64 that detects a current flowing through the ground wire 62, that is, a minute leakage current flowing through the surface of the support insulator 46.

At least one of the high-voltage side electrode 47 and the ground-side electrode 48 constituting the arc horn 34 is movably provided, and the interval between these two electrodes is adjustable. Here, the ground side electrode 48 is provided so as to be movable up and down with respect to the vehicle body 17. A support block 52 is fixed to the ceiling 20 of the vehicle body 17, and the ground side electrode 48 is supported by the support block via a swing arm 54. As the swing arm 54 rotates, the ground side electrode 48 moves up and down in a substantially vertical direction, and the interval L with the high voltage side electrode 47 changes. The ground side electrode 48 is electrically connected to the vehicle body 17 through the ground wire 55.
For example, a pilot motor 56 is provided on the ceiling 20 as a driving means for rotating the swing arm 54.

  Normally, a slight leakage current flows on the surface of the support insulator 46 in a range where there is no problem, but the leakage current may increase depending on the voltage and environmental conditions. The current detection device 64 functioning as a discharge detection device detects an increase in leakage current flowing through the ground line 62 and supplies a control signal c corresponding to the detected current to the pilot motor 56. The pilot motor 56 operates based on the sent control signal to rotate the swing arm 54 and move the ground side electrode 48 up and down. Thereby, the space | interval L of the high voltage | pressure side electrode 47 and the ground side electrode 48 in the arc horn 34 is adjusted to the magnitude | size suitable for the condition of a voltage or an environment. That is, by reducing the electrode interval L of the arc horn 34, normal arc discharge in the arc horn is promoted, and abnormal arc discharge on the surface of the support insulator 46 is suppressed to protect the device and the vehicle body.

  According to the fourth embodiment configured as described above, the distance between the electrodes of the arc horn can be adjusted according to the leakage current, and the optimum electrode distance can be set according to the environment in which the electric vehicle is traveling. Can be set. Accordingly, it is possible to suppress the occurrence of abnormal arc discharge and the like, and to protect the devices mounted on the vehicle body and the vehicle body from a flash accident.

  In the fourth embodiment, the other configuration of the electric locomotive is the same as that of the first embodiment described above, and the same reference numerals are given to the same portions, and detailed description thereof is omitted. And also in 4th Embodiment, the effect similar to 1st Embodiment can be acquired.

  In the third and fourth embodiments described above, the driving means is not limited to the pilot motor, and an air cylinder or the like may be used. When air pressure such as an air cylinder is used as a drive source, the high-voltage side electrode can be made movable by connecting the drive source and the air cylinder using an insulating air gap or an insulating tube. Furthermore, it is only necessary to adjust the distance between the electrodes of the arc horn, and the moving direction of the movable side electrode is not limited to the vertical direction but may be other directions.

  FIG. 11 shows an arc horn of an electric locomotive according to the fifth embodiment. According to the present embodiment, at least one of the arc horns 34, for example, the high-voltage side electrode 47 is formed in a hollow tubular shape, and the distal end portion 47a thereof is supported so as to be rotatable with respect to the proximal end portion. An air cylinder 66 that supplies pressurized air is connected to the base end of the high-voltage side electrode 47 as an air supply unit.

  As shown in FIG. 11A, the tip end portion 47a of the high-voltage side electrode 47 normally extends substantially vertically toward the tip end portion of the ground side electrode (not shown), and the distance from the ground side electrode is the shortest. Yes. As shown in FIG. 11B, when pressurized air is supplied from the air cylinder 66 into the high voltage side electrode 47, the shape of the tip portion 47a changes. Here, the tip portion 47a rotates outward. Thereby, the space | interval of the front-end | tip part 47a of the high voltage | pressure side electrode 47 and the front-end | tip part of a ground side electrode increases, and it can adjust to the space | interval suitable for a use environment.

  FIG. 12 shows an arc horn of an electric locomotive according to the sixth embodiment. According to the present embodiment, at least one of the arc horns 34, for example, the high-voltage side electrode 47 is formed by bending a hollow metal tube, and the tip portion 47a is formed in a loop shape. An air cylinder 66 that supplies pressurized air is connected to the base end of the high-voltage side electrode 47 as an air supply unit.

  As shown in FIG. 12A, the tip end portion 47a of the high-voltage side electrode 47 normally has an elongated loop shape with a small diameter, and extends substantially vertically toward the tip end portion of the ground side electrode (not shown). As a result, the tip of the tip 47a has a pointed shape toward the ground-side electrode, and the distance from the ground-side electrode is the shortest, and arc discharge is likely to occur. As shown in FIG. 12B, when pressurized air is supplied from the air cylinder 66 into the high voltage side electrode 47, the shape of the tip 47a changes. That is, the tip 47a changes into a ring shape with a large diameter, and the distance between the tip 47a of the high-voltage electrode 47 and the tip of the ground electrode increases. As a result, the arc horn 34 is in a state in which arc discharge is less likely to occur than in the state of FIG. Thus, by changing the shape of the tip of the high-voltage electrode 47 with pressurized air, it is possible to adjust the arc discharge state suitable for the use environment of the electric locomotive.

  In the fifth and sixth embodiments described above, the other configurations of the electric locomotive are the same as those of the first embodiment described above, and the same parts are denoted by the same reference numerals and detailed description thereof is omitted. Description is omitted. And also in 5th and 6th embodiment, the effect similar to 1st Embodiment can be acquired. In the fifth and sixth embodiments, as in the fourth embodiment, when a leakage current is detected by the current detection device, the air supply unit is operated to deform the tip of the electrode, and the arc horn You may make it adjust the space | interval between electrodes.

  On the other hand, when the electric locomotive enters the DC section from the AC section, or when traveling in a section where there is no possibility of a lightning surge such as no possibility of lightning surge even in the AC section, At least one of the electrode and the ground side electrode may be housed in a position where arc discharge does not occur.

  FIG. 13 shows an arc horn of an electric locomotive according to the seventh embodiment. According to this embodiment, the high-voltage side electrode 47 of the arc horn 34 has an operating position where the tip end portion 47a extends substantially perpendicularly toward the ground side electrode 48 with respect to the frame 44 of the pantograph 22, and the tip end portion is substantially the same. It is provided so as to be rotatable between a horizontally extended storage position. The high-voltage side electrode 47 can be discharged from the ground-side electrode 48 at the operating position, and cannot be discharged away from the ground-side electrode at the storage position. The frame 44 is provided with, for example, an air cylinder 68 as a driving means for rotating the high voltage side electrode 47, and is connected to the high voltage side electrode 47.

  The ground side electrode 48 is provided on the mounting base 50 of the vehicle body so as to be rotatable between an operating position where the tip end portion 48a extends substantially vertically toward the ground side electrode 48 and a storage position where the tip end portion extends substantially horizontally. It has been. The ground-side electrode 48 can be discharged from the high-voltage side electrode 47 in the operating position, and is separated from the high-voltage side electrode and cannot be discharged in the storage position. The mounting base 50 is provided with, for example, an air cylinder 70 as a driving means for rotating the ground side electrode 48, and is connected to the ground side electrode 48.

When the electric locomotive travels in an AC section or travels in a section where there is a possibility of flashing, the high-voltage side electrode 47 and the ground-side electrode 48 of the arc horn are respectively in the operating positions shown in FIG. Retained. When the electric locomotive enters the DC section from the AC section, or when traveling in a section where there is no risk of flashing, as shown in FIG. 13B, the high-voltage side electrode 47 and the ground-side electrode of the arc horn are used. At least one of 48 is stored from the operating position to the storage position by the air cylinders 68 and 70.
In the case of an AC / DC vehicle, it is only necessary to store at least one electrode of the arc horn 34 in the storage position on the condition that the high-voltage circuit of the vehicle is switched to DC.

  In the seventh embodiment, the other configurations of the electric locomotive are the same as those of the first embodiment described above, and the same portions are denoted by the same reference numerals and detailed description thereof is omitted. And also in 7th Embodiment, the effect similar to 1st Embodiment can be acquired.

  In the above-described embodiment, the case where the special high voltage device including the main transformer is provided outside the vehicle, for example, on the ceiling has been described, but an electric vehicle in which these special high voltage devices are provided in the vehicle is also provided. Has been.

  FIG. 14 shows an electric locomotive according to the eighth embodiment. According to the present embodiment, the extra high voltage equipment including the main transformer and the arc horn 34 are arranged inside the vehicle. As shown in FIG. 14, the electric locomotive 10 includes a vehicle body 17, and the ceiling 20 of the vehicle body 17 is electrically connected to the vehicle body via a ground wire 55. A pantograph 22 is provided on the ceiling 20.

  Further, in the vehicle body 17, extra high voltage equipment such as a main transformer 28, a main circuit breaker 26, a lightning arrester 32, and the like are mounted, and an arc horn 34 is provided. Since there is a possibility that an arc discharge occurs between an unexpected part and the arc horn, a high voltage equipment frame 72 constituting an insulating box is arranged in the vehicle body 17, and the special high voltage equipment and the arc horn 34 are The high-voltage equipment frame 72 is provided.

  The high-voltage circuit 27 of the electric locomotive 10 supplies AC power collected from the overhead train line 24 by the pantograph 22 to the primary side of the main transformer 28 via the main circuit breaker 26, Supplied to the main motor by a power converter connected to the secondary side of the machine. Thereby, the main motor is driven and the electric locomotive 10 travels.

  In the high voltage circuit 27, a lightning arrester 32 is connected between the main circuit breaker 26 and the main transformer 28. The grounding side of the lightning arrester 32 is connected to the vehicle body 17 via a grounding wire 55. The lightning arrester 32 is set in advance to a desired opening start voltage, and protects the device from the effects of lightning surges and the like. In the high voltage circuit 27, an arc horn 34 is provided between the pantograph 22 and the main circuit breaker 26. The arc horn 34 has a high-voltage side electrode connected to the high-voltage side and a ground-side electrode grounded to the vehicle body, and is provided between the pantograph 22 and the vehicle body 17 in terms of potential.

  The underframe 44 of the pantograph 22 is insulated and supported on the ceiling 20 by a plurality of support insulators 46. Each support insulator 46 is provided upright in a substantially vertical direction, and an upper end in the axial direction is bolted to the frame 44 and a lower end in the axial direction is bolted to the ceiling 20. One of the plurality of support levers 46 a extends through the ceiling 20 to the inside of the vehicle body 17. The pantograph 22 is electrically connected to the high voltage circuit 27 via a conductor (not shown) extending through the support insulator 46a. Each support insulator 46, 46a is formed of an insulator such as ceramic or polymer.

  The arc horn 34 has a high voltage side electrode 47 connected to the high voltage circuit side and a ground side electrode 48 connected to the ground potential. The high-voltage side electrode 47 and the ground-side electrode 48 are each formed in a rod shape from a conductive metal such as iron. The high voltage side electrode 47 is fixed to the lower end of the support insulator 46 a in the vehicle body 17 and connected to the high voltage circuit 27. Thereby, the high voltage side electrode 47 is connected between the pantograph 22 and the main circuit breaker 26 in the high voltage circuit 27.

  The ground side electrode 48 is disposed on the vehicle body 17 and is fixed to a mounting base 50 provided on the inner surface side of the ceiling 20. The ground side electrode 48 is grounded to the vehicle body 17 via a ground line 55. The front end portion of the ground side electrode 48 is opposed to the front end portion of the high voltage side electrode 47 at a predetermined interval L. This interval L is set to an optimum size according to the environmental conditions of the area where the electric locomotive 10 is arranged. In other words, the interval L is set to a size at which normal arc discharge is performed between the high-voltage side electrode 47 and the ground-side electrode 48 in the region where the electric locomotive 10 is disposed.

  In the vehicle body 17, an inspection passage 76 is formed outside the high-voltage device frame 72, and an inspector can pass through this passage. Further, an internal access door 74 is provided in a part of the high-voltage device frame 72, and the special high-voltage device in the high-voltage device frame 72 can be inspected through the internal access door 74. The internal access door 74 is provided with an electric shock prevention interlock (not shown).

  Also in the electric locomotive 10 configured as described above, by providing the vehicle body with the arc horn 34 having one electrode connected to the ground side, when the train line voltage rises abnormally, a normal arc is generated by the arc horn. By discharging, it is possible to protect the vehicle body, equipment mounted on the vehicle body, support insulators, and the like from a flashover accident. Moreover, even when traveling on an AC electrified section where no arc horn or lightning arrester is provided on the ground, it is possible to prevent the vehicle equipment and vehicle body from being damaged by the arc.

  In the eighth embodiment, the other configuration of the electric locomotive is the same as that of the first embodiment described above, and the same reference numerals are given to the same portions, and detailed description thereof is omitted. In the eighth embodiment, the same effects as those in the first embodiment can be obtained.

Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. In addition, various inventions can be formed by appropriately combining a plurality of components disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

  The high voltage side electrode of the arc horn is not limited to the pantograph, but may be connected to the middle of the rooftop conductor connecting the pantograph and the main circuit breaker, to the main circuit breaker, or the like. Moreover, another arc horn may be provided between the main circuit breaker and the main transformer in the high voltage circuit. In the embodiment described above, an AC-dedicated vehicle having a simple circuit configuration has been described as an example. However, the present invention is not limited to this, and the present invention can also be applied to an AC / DC vehicle that can travel to a DC section.

FIG. 1 is a side view showing an electric locomotive according to a first embodiment of the present invention. FIG. 2 is a circuit diagram schematically showing a high voltage circuit of the electric locomotive. FIG. 3 is a cross-sectional view of the electric locomotive along line AA in FIG. 1. FIG. 4 is an enlarged side view showing a pantograph, a supporting insulator, and an arc horn of the electric locomotive. FIG. 5 is a diagram showing a plurality of arc horns each having a different shape. FIG. 6 is a side view showing an arc horn of an electric locomotive according to a second embodiment of the present invention. FIG. 7 is a side view showing an arc horn with the tip portion replaced in the second embodiment. FIG. 8 is a side view showing an arc horn and a high voltage circuit of an electric locomotive according to a third embodiment of the present invention. FIG. 9 is a side view showing the arc horn in a state where the ground-side electrode is moved in the third embodiment. FIG. 10 is a diagram schematically showing a support insulator, an arc horn, and a leakage current detection device of an electric locomotive according to a fourth embodiment of the present invention. FIG. 11 is a side view showing an arc horn according to a fifth embodiment of the present invention. FIG. 12 is a side view showing an arc horn according to a sixth embodiment of the present invention. FIG. 13 is a side view showing an arc horn according to a seventh embodiment of the present invention. FIG. 14 is a cross-sectional view showing an electric locomotive according to an eighth embodiment of the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Electric locomotive, 17 ... Vehicle body, 18 ... Main motor, 20 ... Ceiling, 22 ... Pantograph,
24 ... overhead train line, 26 ... main circuit breaker, 27 ... high voltage circuit, 28 ... main transformer,
30 ... Power converter, 32 ... Lightning arrester, 34 ... Arc horn, 44 ... Underframe,
46 ... support insulator, 47 ... high voltage side electrode, 48 ... grounding side electrode, 47a, 48a ... tip,
64 ... Current detection device, 66, 68, 70 ... Air cylinder, 72 ... High pressure equipment frame

Claims (13)

An electric vehicle that travels by receiving high-voltage power,
A vehicle body having a ceiling;
High-pressure equipment mounted on the vehicle body;
A pantograph provided on the ceiling of the vehicle body and capable of contacting a train line;
A high voltage circuit for guiding high voltage power received from the train line by the pantograph to the high voltage device;
A high-voltage side electrode connected to the high-voltage circuit side; and a ground-side electrode provided on the vehicle body and opposed to the high-voltage side electrode at a distance and connected to a ground potential, An arc horn that discharges when it rises abnormally,
Electric vehicle equipped with. The electric vehicle according to claim 1, wherein the ground side electrode is movably provided so that an interval between the ground side electrode and the high voltage side electrode is adjustable.   The electric vehicle according to claim 2, further comprising driving means for moving the ground-side electrode.   2. The electric vehicle according to claim 1, wherein the high-voltage side electrode and the ground-side electrode have tip portions facing each other, and at least one tip portion is provided so as to be exchangeable with another shape tip portion.   2. The electric vehicle according to claim 1, wherein the high-voltage side electrode and the ground-side electrode have tip portions facing each other, and at least one tip portion is formed such that its shape can be changed.   The electric vehicle according to claim 5, wherein the at least one tip portion is formed in a hollow shape, and includes an air supply portion that supplies pressurized air into the tip portion to change the shape of the tip portion.   At least one of the high-voltage side electrode and the ground-side electrode is provided so as to be movable between an operating position where discharge is possible facing the other electrode and a storage position where discharge is impossible while being separated from the other electrode. The electric vehicle according to claim 1.   The electric vehicle according to claim 7, further comprising driving means for moving the at least one electrode between the operating position and the storage position.   4. A discharge detection device for detecting a weak discharge in the high-voltage circuit, and when a weak discharge is detected by the discharge detection device, the grounding electrode is moved by the driving means to narrow an arc horn interval. The electric vehicle as described in.   A discharge detection device that detects weak discharge in the high-voltage circuit, and when the weak discharge is detected by the discharge detection device, the at least one electrode is deformed by the air supply unit to narrow an interval between arc horns. Item 7. The electric vehicle according to Item 6. An insulator installed on the ceiling of the vehicle body and supporting the pantograph; and a conductor extending through the insulator and constituting the high-voltage circuit,
The high-voltage side electrode is connected to the pantograph and located on one end side of the insulator,
The electric vehicle according to claim 1, wherein the ground side electrode is installed on a ceiling of the vehicle body.   An insulator installed on a ceiling of the vehicle body and supporting the pantograph; a conductor extending through the insulator and constituting the high-voltage circuit; and a device frame provided in the vehicle body, the high voltage of the armhorn The electric vehicle according to claim 1, wherein the side electrode and the ground side electrode are installed in the vehicle body.   The electric vehicle according to claim 11 or 12, wherein the high-voltage circuit includes a main circuit breaker and a lightning arrester, and the arc horn is connected to the high-voltage circuit between the pantograph and the main circuit breaker.

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