JPH01248905A - Split feeder circuit for superconducting magnetic levitation railroad - Google Patents

Abstract

PURPOSE:To reduce the output voltage of a cycloconverter, by making the length of stator for a single section shorter than the length of rotor, while arranging the same number of cycloconverters as the maximum straddlable stators as the rotor moves, and a feeder circuit comprising feeder lines. CONSTITUTION:When a rotor 3 straddles across three sections of stator 3, three switchgears therefor are thrown in to feed output voltages from three cycloconverters 5 to three sections of stator 3. When the end of the rotor advances from the section of rear side stator 3 under power conduction, power supply to the stator 3 from a cycloconverter is interrupted. Then a switchgear 7 for the power interrupted stator 3 is opened, and a switchgear 7 for three sections ahead connected to the same feeder line is thrown in. Thereafter, the interrupted cycloconverter is started again thus starting power supply to an immediately preceding stator 3 at the tip of the rotor.

Description

[Detailed Description of the Invention] [Industrial Field of Application] This invention is a guideway propulsion guide coil and a levitation coil. In superconducting magnetic levitation railways, trains are moved by magnetic levitation using electromagnetic force that acts between similar ground coils and LFT conductive magnets attached to vehicles. This relates to a power supply circuit that connects coils to form a stator row of a ground-level primary linear synchronous motor, and sequentially energizes the output of a cycloconverter to the stator that straddles the rotor of the entire train.

[Conventional technology]

The conventional technique will be explained using the embodiment shown in FIG.

In this figure, 6g of superconducting magnets 2 are concentrated at equal pitches on train 1! The whole train is a linear synchronous motor rotor with a length from the tip of the superconducting magnet 2 at the front to the end of the LI conducting magnet 2 at the end. Then, propulsion coils of a certain section longer than the rotor length are connected to each section to form a stator row of a linear synchronous motor.

The substation 4 is equipped with two cycloconverters 5 with the same performance that can independently perform 1VA. The respective outputs are transmitted to the stator 3 along the entire length of the guideway using two TL electric wires. Each stator is provided with a switch 7, and its input terminal is connected to the feeder line 6 of two circuits for every two stators.
connected to number.

When the train 1 is straddling the two stators 3, the two cycloconverters are energizing each of them, but the last end of the superconducting magnet 2 of the train 1 passes the rear stator 3, Until the leading end enters the stator 3 one ahead, the - cycloconverters supply power to drive the entire train, and switch the switch 7 to the stator 3 one ahead to start energizing. .

[Problem to be solved by the invention]

The back electromotive force induced in the stator is within the LH
Since it is proportional to the number of conducting magnets, in the case of a long train with the conventional method, the output voltage of the cycloconverter becomes excessive.
The dielectric strength of the switches and propulsion coils that will be installed on the outdoor guideways of the Zetsu & I-ring tombs is an issue.

In addition, the substation requires two cycloconverters with an output that can drive one train, and the total output is large enough for two trains.The propulsion coil to be energized is long, exceeding the length of the train, so the linearity is increased accordingly. Another problem is that the efficiency of the asynchronous motor decreases.

[Means to solve the problem]

This invention solves the above problem and uses two types of guideway propulsion guide coils and levitation coils.

The train is made to travel by magnetic levitation using the electromagnetic force that acts between the ground coil and the superconducting magnet attached to the vehicle, and the stator row is divided into sections by connecting propulsion coils of a certain length, and the stator rows are arranged at equal pitches. The rotors of the III conduction magnets throughout the train form a linear synchronous motor, and the cycloconverter at the substation is operated in synchronization with the speed and phase of the moving rotor, and the switch provided for each stator is connected to the output of the cycloconverter. Connect the cycloconverter to the feeder line that is transmitting power, and momentarily stop the cycloconverter. During that time, open the jumper W4 on the stator just after the rotor has passed, then close the switch on the stator where the rotor enters, and In the power supply circuit of the ground primary linear synchronous motor of a superconducting magnetic levitation railway, which sequentially supplies the variable frequency, variable voltage power of the converter to the stator that straddles the rotor, the length of the stator of one section is made shorter than the length of the rotor. , the number of cycloconverter and f-line feeder circuits is the same as the maximum number of stator segments that can be straddled as the rotor moves, and the input terminal of the WI device of each stator is connected to the same feeder line for each number of circuits. is connected to.

(Explanation of the structure and operation of the invention) The structure and operation of the invention will be explained below with reference to Fig. 121m.
By im Ming Seul, 1st C! I, 21st i! l, 83
FIG. 411 is a circuit diagram showing the state of switching of the power supply circuits as the train runs when there are three power supply circuits according to the present invention. In these figures, six superconducting magnets 2 are arranged at equal pitches in a train 1, and the entire train has a length from the tip of the first superconducting magnet 2 to the end of the last superconducting magnet 2. It is the rotor of a linear synchronous motor. In addition, the propulsion coil with a section length of 34a, which is the pitch length of the conduction magnet 2, of the train l is set as the stake 3, which is one section of the linear synchronous motor, and these are successively arranged in a line over the entire length of the guideway. It continues.

The substation 4 is equipped with three cycloconverters 5 with the same performance that can be independently controlled. And the output of each is 3
Power is transmitted through the T-line G of the circuit to supply power to the stator 3 along the entire length of the guideway. A switch 7 is provided on the input side of each stator, and its input terminals are sequentially connected to feeder lines 6 of three circuits.

Figure 1 shows a state in which the rotor straddles three sections of the stator 3, and the 3fi! The output voltages of the three cycloconverters 5 are independently controlled by turning on the switch I, and the energization f currents of the stators 3P in the three sections are adjusted to the respective command values. Among these stators 3, the number of superconducting magnets 2 in the sections at both ends increases or decreases, but the ones in the middle move in as much as they advance, so the number is equivalent to a constant 3N. be.

21m is a state immediately after FIG. 1, immediately after the end of the rotor advances from the section of the stator 3 which is energized on the rear side, and among the three cycloconverters 5 in operation, the stator 3 Shut down the equipment that was energized.

Fig. 3 shows the stator 3 in which electricity has been stopped, with - cycloconverters 5 stopped operating immediately after Fig. 2.
The switch 7 connected to the same electric wire is closed, and the switch 7 connected to the same wire is turned on.

Figure 4 shows the state immediately after Figure 3, just after the switch 7 has been switched in accordance with the movement of the rotor, and the cycloconverter, which is currently in operation, is restarted and the stake 3 immediately in front of the rotor tip is energized. Start.

The running cline of the train at the maximum speed during the power switching time shown in Figs. The tip of the rotor enters the stator 3, which is energized, after the energization starts.

The back electromotive force induced in the energized stator 3 is proportional to the number of superconducting magnets therein. In the example of this invention, the number is at most 3, which is half the number of the whole train, so the voltage capacity of the cycloconverter is also about half, and the 31! The edge pressure can also be reduced.

Above, the case where there are three feeder circuits has been shown as an example of this invention, but even if the train formation becomes longer, the voltage of the feeder circuit can be suppressed by increasing the number of circuits.

Accurate position information of the train 1 is required to control the cycloconverter 5 and the switch 7. In an example of this invention,
Position information is obtained by the position detector 11 of the substation 4 based on the train transmission 1888, the crossing line 9 laid on the guideway, and the signal of the line. The rrrI closure 7 is controlled by the division controller 12 and the command line 13. In addition, the three cycloconverters 5 are operated in synchronization with the speed and phase of the rotor using the synchronizer 1ia11314.
The output voltages of the three units are independently adjusted so that the current supplied by the acceleration/deceleration and 111F device 15 matches the command value.

〔Effect of the invention〕

With this invention, in the case of the embodiment, the number of superconducting magnets in one section of the stake is halved compared to the conventional one, so the output voltage of the cycloconverter is also about half, and it can be installed in an outdoor guideway with a poor insulation environment. The dielectric strength of switches and propulsion coils is relaxed.

In addition, the number of cycloconverters at the substation has increased to three with an output that drives the train's semi-integrated components, and the total output is 374 compared to the conventional one.
becomes smaller. Furthermore, the energized propulsion coil is shorter than the conventional model, at just over 1.51 fi, the length of the train, and the efficiency of the linear synchronous motor is also improved.

[Brief explanation of the drawing]

ici, FIG. 2, FIG. 13, and FIG. 4 are circuit diagrams showing the state of power supply switching as the train runs when there are three power supply circuits according to the present invention. Figure 5 shows that the conventional technology has two power supply circuits.
It is a circuit PI diagram in the case of a circuit. l... Train, 2... Superconducting magnet, 3... Stator, 4... Substation, 5... Cyclo converter, 6...
...Feeding wire, 7...-switch, 8...Transmission +1 device, 9.
...Cross line, 10...Repeater, 11...Position detector, 12...Division controller, l3...Command line, 14
...Synchronous controller, 15...Acceleration/deceleration controller J'a

Claims (1)

[Claims] The train travels by magnetic levitation using the electromagnetic force acting between two types of ground coils, the guideway's propulsion guide coil and levitation coil, and superconducting magnets attached to the vehicle, and the propulsion coils of a certain section length are connected to form one segment. A linear synchronous motor is composed of a row of stators and a rotor of superconducting magnets arranged at equal pitches for the entire train.The cycloconverter at the substation is operated in synchronization with the speed and phase of the moving rotor, and each stator is Connect the switch installed at each stator to the feeder line that transmits the output of the cycloconverter, stop the cycloconverter momentarily, and open the switch of the stator immediately after the rotor has passed, and then Close the stator switch to switch the variable frequency of the cycloconverter,
In the power supply circuit of the ground primary linear synchronous motor of a superconducting magnetic levitation railway, which sequentially supplies variable voltage power to the stator that straddles the rotor, one section of the stator length is made shorter than the rotor length, and the rotor is moved. Accordingly, a power supply circuit consisting of the same number of cycloconverter electric wires as the maximum number of stator sections that can be straddled is provided, and the input terminals of the switches of each stator are connected to the same feeder wire for each number of circuits, and the rotor is straddled. All stators are energized one by one using separate power supply circuits, and immediately after the end of the rotor passes the rear energized stator, the operation of the cycloconverter in that power supply circuit is stopped, and the closing switch is By switching to the one one ahead connected to the feeder line, restarting the cycloconverter, and starting energizing before the tip of the rotor enters the stator one ahead, the propulsion coil can be energized to keep the train running. A split power supply circuit for superconducting magnetic levitation railways, which is characterized by switching forward at the same time.