JPS59223526A - Dc feeder system - Google Patents

Abstract

PURPOSE:To restrain current leak in a DC feeder system of an electric car by providing both insulation sections and diodes for each of an electric rope and a rail so as to make adjacent feeder sections electrically independent from each other. CONSTITUTION:When an electric car passes through insulation sections 6a to 8a, the current of a pantograph 13a is fed from a rectifier 2a via an electric rope 3a and fed back thereto after sequentially flowing through wheels 14a and 14c, rail sections 4b and 5b, rail impedance bond 11c, wheels 14b and 14d, rail sections 4c and 5c, a bond 11d and a diode 10a. On the other hand, the current of a pantograph 13b is fed from said rectifier via a diode 9a and fed back thereto after sequentially passing through 14b, 14d, 4c, 5c, 11d, diode 10a, 14a, 14c and 11c. The current only leaks into the ground but will not run back to the rail sections 4d to 4f and 5d to 5f since they are electrically isolated from the rectifier 2b by the insulation sections 6a to 8a. The current leak is therefore restrained.

Description

[Detailed Description of the Invention] This invention provides a direct current feeding system for electric trains, particularly for electric contact lines,
It concerns the system configuration of rails and substations.

In conventional electric railways, the overhead contact lines are used as the outgoing route for operating current, and the running rails are used as the return route for the main current, and because the insulation of the sleepers and trackbed is extremely imperfect, the conductor resistance of the rails is low. The insulation resistance between the rail and the ground is greatly affected by the weather, and in rainy weather, especially during storms, the insulation resistance drops significantly and the leakage current from the rail to the ground increases significantly. This leakage current from the rail is proportional to the train load current, return resistance, and the square of the substation spacing, and inversely proportional to the leakage resistance. Therefore, in principle, K to reduce the leakage current can be set by decreasing the former and increasing the latter. The magnitude of the leakage current can range from several 100 A to 100 OA.

1 and 2 show a conventional mold configuration. In the figure, tll is a substation, (2) is a contact line, (3) is a rail, (
4) shows a train. Assume that the train (4) has an operating current Ip at a position DK− away from the substation Il+ in Figure 1 (at).In this case, the ground potential of the rail (3) near the train (4) is becomes a positive potential, and the ground potential of the rail (3) near the substation (1) becomes a negative potential.In the vicinity where the train (4) is located, the ground potential of the rail (3) becomes a negative potential.
Current leaks to the ground from the substation fil, and the current that leaks to the ground returns to the rail (3) near the substation fil. Figure 1(b)~
fd) indicates the relationship between each current at that time, that is, the leakage current between rail (3) and the ground, the current flowing through the rail (3), the current I flowing through the ground, and the locations of the substation and the train.

This leak? What is commonly known as the effect of Ii flow is galvanic corrosion of underground metal objects such as rails, their accessories, cables, water pipes, gas pipes, etc., but also induction disturbance to Jmm cotton wire or There are problems such as interference with geomagnetic observatories.

Regarding earth currents, as stipulated in Article 257 of the Electrical Equipment Technical Standards, it is necessary to ensure that they do not interfere with the observation of geomagnetic observatories or earth electrical observation stations.

The conventional DC feeding circuit of a DC electric railway performs parallel feeding as shown in FIG. 2, and both the positive and negative poles are electrically connected in parallel. Therefore, the leakage current leaking from the rail to the ground spreads over a wide range, and the magnetic force generated by the leakage current 1 has a large influence on the earth's magnetism in the natural world. The magnetic field that spreads from an electric railway is calculated by the Biot-Savart law, but since the current direction of the overhead contact line (2) and the current direction of the rail (3) are opposite, most of the magnetic fields cancel each other out in the distance. , the magnetic field due to the current difference between the current in the overhead contact line (2) and the current in the rail (3) and the leakage current between the rail (3) and the earth influences the earth's magnetism. The above-mentioned difference current produces a vertical component of the magnetic field on the surface of the earth, and a component of the leakage current directed underground produces a horizontal component of the magnetic field.

In order to suppress the leakage current from the substation Il+, it is possible to reduce the return resistance, shorten the distance between substations, increase the insulation resistance between the rail and the ground, or adopt the fourth rail system or AC electrification system.

If it is a new line plan or an electrified section, it is possible to adopt the fourth rail system, and if it is a new plan, it is possible to increase the insulation resistance between the rail and the ground. For transportation networks with high speeds, etc., it is conceivable to adopt AC electrification. - DC electrification will be applied to electrification of transportation networks in areas such as urban areas, suburbs, etc., extensions of DC sections, and sections where DC trains are installed.
1. In order to suppress leakage current and reduce return resistance, it is theoretically possible to install a feeder line alongside the rail, but the size of the attached feeder line becomes extremely large, making it uneconomical and requiring substations. By shortening the distance between ground currents, the overflow current can be suppressed to some extent, but in cases where the train load current is large or the running intervals are short, the ground current may be spread over a wide range because the rails are connected all the way. , there is a period v■ where not much effect is obtained.

This invention was made in order to eliminate the drawbacks of the conventional ones as described above, and by providing an insulating section and a diode on the overhead contact line and an insulating section and a diode on the rail,
To provide a track circuit capable of suppressing leakage current by making adjacent feeder sections made up of the above-mentioned contact lines and rails electrically independent from each other even when a train passes through the contact line and rail insulation section, and reducing the influence of cedar force against geomagnetism. It is intended to. Furthermore, a track circuit is constructed that will not cause erroneous signal display even in the event of rail breakage.

An embodiment of the present invention is shown in FIG. 3 below. In the figure, (la) and (lb) are transformers, (2a) and (2b) are rectifiers, (3a) to (3d) are contact lines, and (4a).
(4f), (5a) to (5f) are rails, (6a)
('6c) is the contact line insulation section for each contact line (
3a) (3d) are electrically insulated.

(7a) (7e entry (8a) pivot 8e) is a rail absolute) Each rail (4a) - (4f entry (5a) ~ (
5f) is electrically insulated. (9a) and (9b) are overhead line diodes, (10a).

(10b) is a rail diode, (lla)-(11j
) is the rail impedance bond and the rail (4a) machine 4
f), (5a) and (5f) are electrically connected. (1
21 is the vehicle body (13a).

(13b) is a tag graph, (14a) and (14d) are wheels.

The effects of the invention in this configuration will be explained below. The contact line diodes (9a) and (9b) have their cathodes connected to the contact lines (3a) and (3d) VC, respectively, and their anodes connected to the contact lines (3b) and (3c), respectively. Rail diodes (10a) and (10b) connect their anodes to rail impedance bonds (llc) and (llh), respectively.
and the cathode to the neutral point of the rail impedance bond (lid) and (l1g), respectively.

Figure 3 (al shows an example where there are three contact line and rail insulation sections, and the train is passing through the insulation section provided with diodes. In the figure, the puncture graph (13a)
The current is supplied from the rectifier (2a) through the contact line (3a), and the current is supplied to each wheel (14a).

(14C), rails (4b), (5b), rails (14b), (14d), rail (
4C), (5C), rail impedance bond (ll
d) , JID alignment of the rail diode (10a) 1
It becomes something that goes to the vessel (2a). The current of the pantograph (13b) is supplied from the rectifier (2a) to the contact line diode (9a) and the contact line (3b) 1 m apart, and the current is supplied to the wheels (14b), (14d) and the rail (4c), respectively.
), (5c), rail impedance bond (lid)
, passing through the rail diode (10a), the voltage is 1-, the voltage is 2.
A) A thing sliding towards a) and a car 'l'1itl (14a
), (14c), rail (sb).

(5b), the rail impedance bond (llc) will return to the regulator (2a).

Also, this 7.7 car 46'l has rails (4b), (4c)
, (sb), (5c) leaks to the ground, but the rectifier (2b) is r1 ton, wire insulation section (6b), and color wire section (7c), (8c) on the rail. Rails (4d) and (4e).

(4f), (5d), (5e), and (5f) Since the leakage current does not return to the clip 11, it is possible to prevent the leakage current from spreading over a wide range.

Figure 3 (bl shows an example where there are three contact lines and three rail sections, and the train is passing through an insulated section without a diode. In the figure, the pantograph (13a)
The current U from the rectifier (2a) to the contact line guide (9a)
, the current is supplied through the overhead contact line (3b) and the current is supplied to the wheels (1
4a), (14c), the rails (4C), (5C), the rail impedance bond (lld), and the rail diode (10a) before returning to the rectifier (2a). The current of the pantograph (13b) is supplied from the rectifier (2b) through the contact line diode (9b) and the contact line (3c), and the current 1ri is supplied to the wheels (14b), (14d), and the rail (4).
a), (5d), Rail impedance bond (l1g
) passes through the rail diode (1ob) and returns to the rectifier (2b). Also, this train current is applied to the rails (4c) and (4
d), (5c), (5d) leaks to the ground, but of the current leaked to the ground, the current supplied from the rectifier (2a) is connected to the rails (4c), (5c), and the rails. Dance bond (lid), rail diode (1
0a) and return to the rectifier (2a), and the rail (4
b), (sb), rail impedance bond (llc
) and return to the instrument (2a) through the rectifier (
2b) The current supplied from rails (4d), (5d)
, rail impedance bond (l1g), one that returns to the rectifier (2b) through the rail diode (10b), and one that bends the rail impedance bond (llb) of rails (4e), (5e) and returns to the rectifier (2b). Therefore, it is possible to prevent the leakage rat flow from spreading over a wide area.

As is clear from the above, this embodiment can prevent leakage current 1 from spreading over a wide range even when a vehicle passes through an insulated section. This is obtained by providing a 1"7 section and a diode, and an insulating section and a diode on the rail.

However, this invention is limited to the embodiments described above and shown in the drawings. The same effect can be obtained even if multiple rows pass through the insulating section.

In addition, in the figure, the transformer connected to the rectifier has independent primary and secondary transformers.
Although this example shows a configuration with a secondary winding, the same effect can be achieved even when electricity is supplied to each rectifier using a multi-winding transformer (two or more windings on the low-voltage side) that shares the primary winding, resulting in economical substation. can be configured. Of course, these are within the range that can be implemented without changing the gist of the invention.

As mentioned above, this issue is 18! According to LJ, an insulating section and a diode are installed on the overhead contact line, and an insulating section and a diode-F are installed on the rail, so that the train can reach 111. Even when passing through the lane and rail insulating sections, there is an effect of (1) mentioned above: Adjacent feeder sections made up of lanes and rails are made electrically independent of each other to suppress leakage current and reduce the influence on geomagnetism.

[Brief explanation of the drawing]

FIG. 2 is a diagram showing a conventional DC feeding system, and FIGS. 3(a) and 3(b) are diagrams showing a DC feeding system according to an embodiment of the present invention. In the figure, (la) and (lb) are transformers, (2a) and (2b)
) is a rectifier, (3a) to (3d) are contact lines, (4a
) pivot 4f), (5a)n 5f) is the rail, (6
a), (6c) I″i overhead wire insulation section, (7a
) - (7e), (8a) < 8e) are the coil insulation sections, (9a), (9b) are the contact line diodes, (
10a), (10b) are rail diodes, (lla
)~(llj) are rail in beaters. Bond, 02) is the car body, (13a), (13b)
K-Yo, paddle, (14a) to (14d) are wheels. In addition, in the figures, the same reference numerals indicate the same or equivalent parts. Agent Masuo Oiwa No. 114

Claims (1)

[Claims] In a DC feeding system that supplies DC power to trains,
The overhead contact line and rails are provided with an insulated section, and a diode connected to a direct current power supply source and electrically connected in parallel with the insulated section to form a power supply circuit to the electric train. A direct current feeding system characterized by supplying direct current to adjacent feeding sections that are electrically independent from each other.