JPH04208649A - Instantaneous power failure restraint of railway current feeding circuit and instantaneous power failure restraint device - Google Patents

Abstract

PURPOSE:To prevent instantaneous power failure at the time of movement to a no- voltage current feeding section by arranging a third electric-car line of no feeding between a first and a second electric-car lines fed from a first and a second substations, and connecting an instantaneous power failure restraint device between the second and the third electric-car lines. CONSTITUTION:It is detected by an electric current of a third electric-car line 4 that an electric railcar 10 is between a first current feeding section A arranged with a first electric-car line 3 and a second current feeding section B arranged with a second electric-car line 5 and that the electric railcar 10 is in a third current feeding section C which is a no-voltage territory arranged with a third electric-car line 4. At this time, an instantaneous power failure restraint device 11 is connected between the second electric-car line 5 connected to a substation 2 and the third electric-car line 4 of no feeding. And the instantaneous power failure restraint device 11 controls generated voltage of an inverter 12 as well as discriminating the position of a pantograph 10a of the electric railcar 10 in accordance with a detection result of existence of an electric current flowing to the third electric-car line 4 by an electric current detection current transformer 17 by a control circuit 14.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention provides an instantaneous power outage suppression method and a device for suppressing instantaneous power outage in a feeding circuit for electric railways, which suppresses momentary power outage when an electric car passes through different feeding sections. It is related to.

[Conventional technology]

In general, electric railways are configured to supply power to the overhead contact lines from a plurality of distributed substations, rather than supplying power to the overhead contact lines along an entire route from one substation all at once. However, the voltages at each substation do not necessarily match in amplitude and phase, but rather they often do not match, and in order to prevent short circuits (cross current) between substations due to overhead contact lines, The overhead contact line is divided into a plurality of feeding sections, and a voltage-free section is provided between each of the feeding sections.

FIG. 2 shows a schematic diagram of the arrangement structure of a conventional electric railway feeding circuit as described above. In FIG. 2, 1 and 2 are substations, and 3, 5, and 4 are substations, respectively. Second
and a third tram line.

The first and second overhead contact lines 3, 5 are connected to feeder lines 6.7 drawn out from the substations 1, 2, respectively, and the third overhead contact line 4 is not directly supplied with power from the substation; For example, the first by 8.9 (consisting of a vacuum switch)
and a second overhead contact line 3.5. That is, a third feeding section C, which is a no-voltage section, is provided between the first feeding section A, which receives power from the substation 1, and the second feeding section B, which receives power from the substation 2. The third overhead contact line 4 of feeding section C has
By opening and closing the switch 8.9, power is supplied from either one of the substations 1 and 2.

For example, when the pantograph lOa of the electric car 10 moves in the direction of the arrow X from the first feeding section A to the third feeding section C to the second feeding section B, The opening/closing operation will be explained.

Normally, switch 8 is on and switch 9 is off,
When entering the third feeding section C from the electric car 10 or the first feeding section, transfer from the pantograph IOa at the head of one electric car IO or from the first overhead contact line 3 to the third overhead contact line 4. At this time, the switch 8 is in the on state. As a result of (2), the first contact line 3 and the third contact line 4 have the same potential, so when transferring from the pantograph lOa of the electric car 10 from the first contact line 3 to the third contact line 4, Place l.

There will be no short circuit between the two, and no sparks will be generated in the pantograph log.

Next, after completely transferring to the electric car 10 or the third feeder section C, that is, after transferring to the last pantograph IOa of one electric car 10 or the third contact line 4, the switch 8 is turned off. , then turn on the switch 9. As a result, the third contact line 4 and the second contact line 5 have the same potential, so when the pantograph lOa of the electric car 10 transfers from the third contact line 4 to the second contact line 5, No short circuit phenomenon or sparks will occur.

Thereafter, after the electric car 10 has completely transferred to the second feeding section B, the switch 9 is turned off. After switch 9 turns off, turn on switch 8 and turn on the next electric car.
Prepare for O's approach.

By opening and closing the switches 8 and 9 as described above,
Substation 1. Short circuit phenomenon between 2 and pantograph 10a
While preventing the generation of sparks, power is supplied from the third overhead contact line 4 to the electric car 10 even in the third feeding section C, which is a non-voltage section.

[Invention or problem to be solved]

However, when switching the power supply by providing the switches 8 and 9 as described above, the switches 8 and 9, which are mechanical switches, have to be opened and closed frequently, making maintenance cumbersome. In addition, when the electric car IO moves through the third feeder section C, which is a non-voltage section, by switching the switches 8 and 9, the state in which power is supplied from the substation I to the third overhead contact line 4 changes from the state in which power is supplied from the substation 2 to the third feeder line 4, which is the non-voltage section. There is a risk that a momentary power outage will occur and the transformer (not shown) mounted on the electric car 10 will become saturated and an overcurrent will flow.

Therefore, an object of the present invention is to provide a method and a device for suppressing momentary power outages for electric railway feeders, which are easy to maintain and can prevent momentary power outages when moving a non-voltage feeding section. It is to be.

[Means to solve the problem]

The instantaneous power outage suppression method for a feeder line for electric railways according to claim (1) includes a first overhead contact line supplied with power from a first substation and a second overhead contact line supplied with power from a second substation. A third unpowered overhead contact line is disposed between the two, and an instantaneous power outage suppressing device is connected between the second overhead contact line and the third overhead contact line. Here, unpowered means a state where power is not directly supplied from the substation.

When the pantograph of an electric car crosses between the first contact line and the third contact line, the voltage of the first contact line corresponds to the difference between the voltage of the first contact line and the voltage of the second contact line. Tram line and 3rd
The instantaneous power outage suppression device generates a voltage that has the same potential as the overhead contact line. Furthermore, when the pantograph of an electric car crosses between the second contact line and the third contact line, a zero voltage is applied from the instantaneous power outage suppression device to bring the third contact line and the second contact line to the same potential. generate. Further, when the electric car is moving on the pantograph or the third overhead contact line, the voltage generated by the instantaneous power failure suppression device is adjusted between the voltage on the first overhead contact line and the voltage on the second overhead contact line depending on the direction of movement. From the voltage corresponding to the difference to zero voltage,
Alternatively, the voltage is changed from zero voltage to a voltage corresponding to the difference between the voltage of the first overhead contact line and the voltage of the second overhead contact line.

The instantaneous power outage suppression device for a feeder line for electric railways according to claim (2) includes a first overhead contact line supplied with power from a first substation and a second overhead contact line supplied with power from a second substation. It is connected between the unpowered third overhead contact line and the second overhead contact line, which have a steep gap between them.

This instantaneous power outage suppression device connects the primary winding of the injection transformer to the output end of the inverter, and connects the secondary winding of the injection transformer to the
and a third overhead contact line.

Further, first and second voltage detection means are provided for detecting the voltages of the first and second overhead contact lines, respectively, and the first and second overhead contact lines are provided with first and second voltage detection means that detect voltages of the first and second overhead contact lines. An electric car position detection means is provided for detecting the presence or absence of an electric car in a third feeding section that is a voltage-free section where a third overhead contact line is installed between the electric car and the second feeding section where a third overhead contact line is installed. A control means is provided for controlling the voltage generated by the electric vehicle by using the outputs of the first and second voltage detection means and the output of the electric vehicle position detection means as human power.

The above control means determines whether or not there is an electric car in the third feeding section by means of the electric car position detection means.

Based on the determination result, when the electric car passes between the first feeding section and the third feeding section, the voltage of the first overhead contact line and the voltage of the second overhead contact line are changed from the inverter. A voltage corresponding to the difference is generated to make the first contact line and the third contact line the same potential, and when an electric car passes between the second feeding section and the third feeding section, The inverter generates a zero voltage that makes the third contact line and the second contact line the same potential, and when the electric car is moving on the third feeding section, the voltage generated by the inverter is adjusted depending on the direction of movement. From a voltage corresponding to the difference between the voltage of the first overhead contact line and the voltage of the second overhead contact line to zero voltage, or from zero voltage to the difference between the voltage of the first overhead contact line and the voltage of the second overhead contact line. The voltage generated by the inverter is controlled so as to change it to the corresponding voltage.

[For production]

According to the configuration described in claim 11, the first overhead contact line and the third
When a pantograph of an electric car crosses between the contact lines of Since the voltage at the same potential is generated from the instantaneous power outage suppressing device, there will be no short circuit between the first and second substations at this time, and no sparks will be generated from the pantograph.

In addition, when the pantograph of an electric car crosses between the second and third contact lines, the instantaneous power outage suppression device
Since a zero voltage is generated that makes the overhead contact line and the second overhead contact line the same potential, a short circuit phenomenon between the first and second substations may occur at this time, and sparks may be generated from the pantograph. There isn't.

Furthermore, when the electric car is moving on the pantograph or the third overhead contact line, the voltage generated by the instantaneous power outage suppression device is determined by the difference between the voltage on the first overhead contact line and the voltage on the second overhead contact line, depending on the direction of movement. from the voltage corresponding to zero voltage, or from zero voltage to the first
Since the voltage changes to a voltage corresponding to the difference between the voltage of the second overhead contact line and the voltage of the second overhead contact line, the power supply to the electric car is not temporarily cut off at this time.

According to the configuration described in claim (2), the control means determines whether or not there is an electric car in the third feeding section using the electric car position detection means.

When the electric car passes between the first feeding section and the third feeding section, the difference between the voltage of the first overhead contact line and the voltage of the second overhead contact line is controlled by the control operation of the control means. Correspondingly, a voltage which brings the first contact line and the third contact line to the same potential is generated from the inverter and applied between the second and third contact lines via the injection transformer.

Furthermore, when an electric car passes between the second feeding section and the third feeding section, the control means controls the inverter to bring the third contact line and the second contact line to the same potential. A zero voltage is generated and applied between the second and third overhead contact lines via an injection transformer.

Further, when the electric vehicle is moving in the third feeding section, the voltage generated by the inverter changes as described above due to the control operation of the control means.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a schematic diagram of the arrangement structure of a feeding circuit for electric railways, showing the configuration of an embodiment of the instantaneous power failure suppression method and device for suppressing instantaneous power failures for electric railway feeding circuits of the present invention, line 3
A voltage-free section, which is located between the first feeding section A where the contact line 5 is installed and the second feeding section B where the second contact line 5 is installed, and where the third overhead contact line 4 is installed. The presence of the electric car IO in the third feeding section C is detected by the current of the third overhead contact line 4.

In this embodiment, in order to solve the drawbacks of the conventional example, the switch 8.9 is omitted and the second contact line 5 connected to the substation 2 is
A momentary power outage suppression device 1 is installed between the
1 is connected, and the second instantaneous power outage suppressor 11 is connected to the switches 8 and 9.
This function replaces the function of the switch 8 and 9, and solves the problem of instantaneous power outage when the switches 8 and 9 are used. Note that it goes without saying that the instantaneous power outage suppressing device 11 may be connected between the first overhead contact line 3 and the third overhead contact line 4.

Next, the instantaneous power outage suppressing device 11 connected between the second and third overhead contact lines 5 and 4 will be explained.

This instantaneous power outage suppressing device 11 connects the primary winding of an injection transformer 13 to the output end of an inverter 12.
The secondary winding of is connected between the second and third overhead contact lines 5.4. The inverter 12 has a built-in LC filter for removing switching frequency components.

Further, voltage detection transformers 15 and 16 (corresponding to the first and second voltage detection means in the claims) are provided to detect the voltages of the first and second overhead contact lines 3.5, respectively, and A current detecting current transformer 17 (corresponding to the electric vehicle position detecting means in the claims) for detecting the presence or absence of current flowing in the third overhead contact line 4 is provided, and the secondary of the current detecting transformer 15 and 16 is provided. Outputs VA, Va and the secondary output of the current detecting current transformer 17 (■). As input, the voltage generated by the inverter 12, that is, the secondary output VC of the injection transformer 13
A control circuit (corresponding to control means in the claims) 14 is provided to control the control circuit.

The control circuit 14 described above determines the position of the pantograph loa of the electric car IO based on the detection result of the presence or absence of current flowing through the third overhead contact wire 4 by the current detecting current transformer 17. In this case, when the absolute value of the current flowing in the third overhead contact line 4 is approximately zero, it is located either in the pantograph IOa of the electric car IO or in the first and second overhead contact lines 3.5,
When the absolute value of the current flowing through the third contact line 4 is greater than zero, the pantograph loa of the electric car 10 or the third
It will be located on tram line 4.

Then, based on the determination result, the pantograph IOa of the electric car IO is connected between the first contact line 3 and the third contact line 4.
When the voltage crosses, the inverter 12 brings the first overhead contact line 3 and the third overhead contact line 4 to the same potential corresponding to the difference between the voltage of the first overhead contact line 3 and the voltage of the second overhead contact line 5. The inverter 1 generates a voltage and when the pantograph IOa of the electric car IO crosses between the second contact line 5 and the third contact line 4.
2 to the third contact line 4 and the second contact line 5 to the same potential, and when the pantograph 10a of the electric car 10 is moving on the third contact line 4, Accordingly, the voltage generated by the inverter 12 is changed from a voltage corresponding to the difference between the voltage of the first overhead contact line 3 and the voltage of the second overhead contact line 5 to zero voltage, or from zero voltage to the voltage of the first overhead contact line 3. The voltage generated by the inverter 12 is controlled so as to change it to a voltage corresponding to the difference from the voltage of the second overhead contact line 5.

In this embodiment, since it is assumed that the pantograph 10a of the electric car IO moves in the direction of the arrow
When the absolute value of the current is approximately zero, the voltage generated by the inverter 12 is set to a voltage corresponding to the difference between the voltage of the first overhead contact line 3 and the voltage of the second overhead contact line 5, and When the absolute value of the current in the line 4 becomes greater than zero, the voltage generated by the inverter 12 changes from a voltage corresponding to the difference between the voltage of the first overhead contact line 3 and the voltage of the second overhead contact line 5 to zero voltage. When the absolute value of the current in the third contact line 4 returns to approximately zero, the inverter 12
return the generated voltage to a voltage corresponding to the difference between the voltage of the first overhead contact line 3 and the voltage of the second overhead contact line 5, and maintain that state;
Prepare for the approach of the pantograph lOa of the electric car 10 of the next formation.

Note that the voltage generated by the inverter 12 is set to a value corresponding to the difference between the secondary outputs V, VB of the voltage detection transformers 15, 16, and the reference voltage applied to the pulse width modulation circuit provided in the drive stage of the switching element. Then, the voltage corresponds to the difference between the voltage of the first overhead contact line 3 and the voltage of the second overhead contact line 5. Further, when the reference voltage is set to zero, the voltage becomes zero.

Power is supplied to the inverter 12 from an AC power source (not shown) via a rectifier 19 and a DC capacitor 18 .

According to this embodiment, the pantograph loa of the electric vehicle 10
When the pantograph IOa of the electric car IO moves in the direction of the arrow From the inverter 12 of the instantaneous power outage suppression device 11, a voltage corresponding to the difference between the voltage of the contact line 3 and the voltage of the second contact line 5 and the voltage that makes the first contact line 3° and the third contact line 4 have the same potential is applied. generated and connected to the second and third contact lines 5°4 through the injection transformer 13
At this time, substation 1. No short-circuit phenomenon occurs between the pantographs 10a and 10a, and no sparks are generated from the pantograph 10a.

Further, when the pantograph IOa of the electric car 10 moves in the direction of the arrow X and crosses between the second contact line 5 and the third contact line 4, the control circuit 14 controls As a result of the operation, a zero voltage is generated from the inverter 12 that brings the third contact line 4 and the second contact line 5 to the same potential, and a zero voltage is generated between the second and third contact lines 5 and 4 via the injection transformer 13. Similarly, no short-circuit phenomenon or sparks occur at this time.

Furthermore, when the pantograph 10a of the electric car 10 or the third overhead contact line 4 is moving in the direction of the arrow Since the voltage changes from the voltage corresponding to the difference with the voltage of the second overhead contact line 5 to zero voltage, the power supply to the electric car IO is not temporarily cut off at this time, and no instantaneous power outage occurs. Therefore, there is no possibility that the transformer installed in the electric vehicle IO will become saturated and overcurrent will flow.

In addition, when moving in the direction opposite to the pantograph of the electric car IO] Oa or the arrow However, when the absolute value of the current in the third contact line 4 becomes larger than zero, the voltage generated by the inverter 12 is reduced from zero voltage to the difference between the voltage of the first contact line 3 and the voltage of the second contact line 5. When the absolute value of the current in the third overhead contact line 4 returns to approximately zero, the voltage generated by the inverter 12 is returned to zero voltage, this state is maintained, and the electric car 10 of the next formation Prepare for the approach of pantograph IOa.

In this embodiment, as the means for detecting the presence or absence of the electric car 10 in the third feeding section C, the current of the third overhead contact line 4 is detected using the current detecting current transformer 17. In addition, there is a signal power supply (high frequency voltage over several hundred,
A signal relay is provided that detects changes in the signal current depending on the position of the electric car 10 and operates when the electric car 10 enters the third feeding section C. It may be input instead of the secondary output IC of the current detecting current transformer 17 shown in FIG.

Further, a pressure sensor is provided on the track of the third feeding sexion C, and the output of this pressure sensor is used as the secondary output I of the current detecting current transformer 17 in FIG. Instead, it may be inputted to know that the electric car 10 is in the third feeding section C based on the gravity of the electric car 10.

〔Effect of the invention〕

According to the instantaneous power outage suppression system for electric railway feeding circuits according to claim (1), the instantaneous power outage suppression device is connected between the second contact line and the third contact line, and the momentary power outage suppression device is connected between the second contact line and the third contact line. When the pantograph of an electric car crosses between the third contact line, the difference between the voltage of the first contact line and the voltage of the second contact line corresponds to the difference between the first contact line and the third contact line. A momentary power outage suppression device generates a voltage that has the same potential as the second contact line and the third contact line, and when the pantograph of the electric car crosses between the second contact line and the third contact line, the third contact line and the second contact line The momentary power outage suppressing device generates a zero voltage that has the same potential as from a voltage corresponding to the difference between the voltage of the first overhead contact line and the voltage of the second overhead contact line to zero voltage, or from zero voltage to the difference between the voltage of the first overhead contact line and the voltage of the second overhead contact line. Since the voltage is changed, the power supply to the electric car is not temporarily cut off at this time, and overcurrent due to saturation of the transformer installed in the electric car can be prevented. Furthermore, maintenance work is easy because only the voltage generated from the instantaneous power failure suppression device is changed, and frequent opening and closing operations of a mechanical switch are not performed as in the conventional example.

According to the instantaneous power outage suppressing device for electric railway feeding circuits according to claim (2), when an electric car passes between the first feeding section and the third feeding section, the control means causes the inverter to A voltage corresponding to the difference between the voltage of the overhead contact line and the voltage of the second overhead contact line is generated to bring the first overhead contact line and the third overhead contact line to the same potential. 3
When the electric car passes between the feeding section, the inverter generates a zero voltage that makes the third contact line and the second contact line the same potential, and the electric car moves through the third feeding section. When moving, the voltage generated by the inverter changes from a voltage corresponding to the difference between the voltage of the first overhead contact line and the voltage of the second overhead contact line to zero voltage, or from zero voltage to the first overhead contact line, depending on the direction of movement. Since the voltage generated by the inverter is controlled so as to change the voltage to a voltage corresponding to the difference between the voltage of .

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of an arrangement structure of a feeding circuit for electric railways showing an embodiment of the present invention, and FIG. 2 is a schematic diagram showing a conventional example of the arrangement structure of a feeding circuit for electric railways.

Claims (2)

[Claims] (1) The first overhead contact line and the second overhead contact line that are supplied with power from the first substation
A third unpowered overhead contact line is installed between a second overhead contact line that is supplied with power from a substation, and an instantaneous power outage suppression device is provided between the second overhead contact line and the third overhead contact line. and when the pantograph of an electric car crosses between the first contact line and the third contact line, the difference between the voltage of the first contact line and the voltage of the second contact line. Correspondingly, the momentary power outage suppressing device generates a voltage that brings the first overhead contact line and the third overhead contact line to the same potential, and a voltage is generated between the second overhead contact line and the third overhead contact line. When the pantograph of the electric car crosses, the instantaneous power outage suppression device generates a zero voltage that brings the third contact line and the second contact line to the same potential, and the pantograph of the electric car crosses the third contact line and the second contact line. While moving the line, the voltage generated by the instantaneous power failure suppressing device is adjusted according to the direction of movement.
from a voltage corresponding to the difference between the voltage of the overhead contact line and the voltage of the second overhead contact line to zero voltage, or from zero voltage to the difference between the voltage of the first overhead contact line and the voltage of the second overhead contact line. A method for suppressing instantaneous power outages in electric railway feeding circuits, which is characterized by changing the voltage to a voltage equivalent to . (2) The first overhead contact line and the second overhead line that are supplied with power from the first substation
An instantaneous power outage suppression device for a power supply circuit for electric railways connected between the second overhead contact line and an unpowered third overhead contact line provided between the second overhead contact line that receives power from a substation. an inverter; an injection transformer having a primary winding connected to the output end of the inverter and a secondary winding connected between the second and third contact wires; first and second voltage detection means for detecting the voltage of the overhead contact line, respectively; a first feeding section in which the first overhead contact line is disposed; and a second feeder section in which the second overhead contact line is disposed; electric car position detection means for detecting that the electric car is in a third feeding section, which is a voltage-free section in which the third overhead contact line is disposed between the electric car and the electric power section; Using the output of the voltage detection means and the output of the electric vehicle position detection means as input, the electric vehicle position detection means determines whether or not the electric vehicle is present in the third feeding section, and When the electric car passes between the third feeding section and the electric car, the inverter outputs a voltage to the first overhead contact line corresponding to the difference between the voltage of the first overhead contact line and the voltage of the second overhead contact line. and the third overhead contact line at the same potential, and
When the electric car passes between the second feeding section and the third feeding section, a zero voltage is applied from the inverter to bring the third contact line and the second contact line to the same potential. is generated, and when the electric vehicle is moving in the third feeding section, the generated voltage of the inverter is divided between the voltage of the first overhead contact line and the voltage of the second overhead contact line depending on the direction of movement. Control the voltage generated by the inverter so as to change from a voltage corresponding to the difference to zero voltage, or from zero voltage to a voltage corresponding to the difference between the voltage of the first overhead contact line and the voltage of the second overhead contact line. An instantaneous power outage suppression device for electric railway feeder circuits, comprising control means for controlling electric railway feeding circuits.