JPS6140573B2 - - Google Patents
Info
- Publication number
- JPS6140573B2 JPS6140573B2 JP3639179A JP3639179A JPS6140573B2 JP S6140573 B2 JPS6140573 B2 JP S6140573B2 JP 3639179 A JP3639179 A JP 3639179A JP 3639179 A JP3639179 A JP 3639179A JP S6140573 B2 JPS6140573 B2 JP S6140573B2
- Authority
- JP
- Japan
- Prior art keywords
- storage battery
- contact line
- rectifier
- overhead contact
- current
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000001172 regenerating effect Effects 0.000 claims description 11
- 238000001514 detection method Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000002159 abnormal effect Effects 0.000 description 3
- 230000008929 regeneration Effects 0.000 description 2
- 238000011069 regeneration method Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 239000002253 acid Substances 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000003990 capacitor Substances 0.000 description 1
- 239000004020 conductor Substances 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- WABPQHHGFIMREM-UHFFFAOYSA-N lead(0) Chemical compound [Pb] WABPQHHGFIMREM-UHFFFAOYSA-N 0.000 description 1
- 238000012806 monitoring device Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Description
【発明の詳細な説明】
本発明は直流回生制動を行う電車を有する電気
鉄道における給電方式の改良に関するものであ
る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement of a power supply system in an electric railway having electric trains that perform DC regenerative braking.
近年省エネルギーの見地や頻繁な加減速を容易
にするために、電気鉄道において直流回生制動が
多く用いられるようになつてきた。 In recent years, DC regenerative braking has come into widespread use in electric railways in order to save energy and facilitate frequent acceleration and deceleration.
このような回生電力が他の力行車で消費されれ
ば問題はないが、他に力行車がない時は電車線電
圧が異常に上昇したり、制動が不能になる欠点が
あつた。 There would be no problem if such regenerated power was consumed by other power running cars, but when there were no other power running cars, there were drawbacks such as an abnormal rise in contact line voltage and the inability to brake.
従来このような問題点を解決するために抵抗器
を設置したり、電力回生インバータを設置して、
直流回生電力を交流に変換して交流電源に帰還す
るものがあつた。 Conventionally, to solve these problems, we installed resistors or installed power regeneration inverters.
There was one that converted the DC regenerated power to AC and returned it to the AC power source.
しかし前者の場合はエネルギー損失が大きく
又、発熱が大きいなどの欠点があつた。後者の場
合は、交流受電から見た電力変動範囲が更に拡大
して負にまで亘ることがあるという大きな欠点が
あるほか、電力回生インバータの安定な運転のた
めに常時軽負荷運転することによる定常的な電力
損失が大きいという欠点があつた。 However, the former case had drawbacks such as large energy loss and large heat generation. In the latter case, there is a major drawback in that the range of power fluctuations seen from AC power reception can further expand to negative values, and in addition, the power regeneration inverter has to constantly operate at a light load to ensure stable operation. The disadvantage was that the power loss was large.
本発明は上述のような直流回生制動を行う電車
を有する電気鉄道に使用される新規にして有益な
装置を提供するもので、その特徴とするところは
１ 電車の回生電流を受入れることのできる容量
ならびに直列個数を有する蓄電池
２ 上記蓄電池と直列にして電車線に接続されそ
の導通時に電車線から蓄電池に充通電流を通じ
るサイリスタスイツチ装置
３ 上記蓄電池と和動的に直列にして電車線に接
続され、その動作時に蓄電池の放電流を通じる
整流装置
の三者から成る電気鉄道用変動負荷応動装置であ
る。 The present invention provides a new and useful device for use in electric railways having electric trains that perform DC regenerative braking as described above, and has the following characteristics: 1. Capacity to accept regenerative electric current of trains; and a number of storage batteries connected in series 2. A thyristor switch device 3 which is connected in series with the storage battery to the overhead contact line and passes a charging current from the overhead contact line to the storage battery when the storage battery is conductive. This is a variable load response device for electric railways consisting of three components: a rectifier, which passes the discharge current of the storage battery during operation.
つぎに図面に例示した実施例についてこの発明
を具体的に説明する。 Next, the present invention will be specifically described with reference to embodiments illustrated in the drawings.
第１図は本発明の実施例を示す結線図であり図
において１は電車線、２，２′は電鉄用整流装
置、３は電車よりなる負荷、４は本発明の電気電
気鉄道用変動負荷応動装置、５は蓄電池、６は整
流装置、７はサイリスタスイツチ装置である。 FIG. 1 is a wiring diagram showing an embodiment of the present invention. In the diagram, 1 is an overhead contact line, 2 and 2' are rectifiers for electric railways, 3 is a load consisting of an electric train, and 4 is a variable load for electric railways according to the present invention. 5 is a storage battery, 6 is a rectifier, and 7 is a thyristor switch device.
整流装置６は変圧器６１、サイリスタ６２、サ
イリスタ制御装置６３、チヨークコイル６４、し
や断器６５、電磁スイツチ６６、電圧検出導線６
７、電流検出導線６８等から成つている。サイリ
スタスイツチ装置７は主サイリスタ７１、補助サ
イリスタ７２、転流コンデンサ７３、転流チヨー
クコイル７４、ダイオード７５、限流用抵抗７
６、制御装置７７、検出装置７８等から成つてい
る。 The rectifier 6 includes a transformer 61, a thyristor 62, a thyristor control device 63, a choke coil 64, a breaker 65, an electromagnetic switch 66, and a voltage detection conductor 6.
7, a current detection lead wire 68, etc. The thyristor switch device 7 includes a main thyristor 71, an auxiliary thyristor 72, a commutating capacitor 73, a commutating current coil 74, a diode 75, and a current limiting resistor 7.
6, a control device 77, a detection device 78, etc.
電車線の定格電圧は1500V、電車の力行電流の
最大値は2000A、回生電流の最大値は1500Aとす
る。 The rated voltage of the overhead contact line is 1500V, the maximum power running current of the train is 2000A, and the maximum regenerative current is 1500A.
蓄電池５は、この種用途に特別に設計した
3000Ah容量の鉛蓄電池を700個直列接続したもの
とする。 The storage battery 5 is specially designed for this kind of application.
Assume that 700 lead-acid batteries with a capacity of 3000Ah are connected in series.
蓄電池の正極端子５１は高速度しや断８、断路
器９を介して、電車線１の正極（フイーダ−線）
に接続され負極端子５２は整流装置６の正極端子
６９に接続されている。整流装置６の負極端子６
９１はチヨークコイル１０、断路器９１を介して
電車線１の負極すなわち接地端子１１に接続され
る。 The positive terminal 51 of the storage battery is connected to the positive terminal of the overhead contact line 1 (feeder line) via a high-speed disconnector 8 and a disconnector 9.
The negative terminal 52 is connected to the positive terminal 69 of the rectifier 6. Negative terminal 6 of rectifier 6
91 is connected to the negative pole of the overhead contact line 1, that is, the ground terminal 11, via the chiyoke coil 10 and the disconnector 91.
本発明装置は以上のように構成されており、サ
イリスタスイツチ装置７を点弧して導通とし、整
流装置６を動作させないようにした場合には、蓄
電池はサイリスタスイツチ装置を介して電車線に
接続されることにより、電車線から蓄電池に充電
電流を通じることができるので電車の回生制動時
に電車線の電圧が異常に上昇するのを抑制すると
ともに電気エネルギを蓄積する。無用のときには
サイリスタスイツチ装置は不導通とされる。 The device of the present invention is configured as described above, and when the thyristor switch device 7 is turned on to make it conductive and the rectifier device 6 is not operated, the storage battery is connected to the overhead contact line via the thyristor switch device. By doing so, charging current can be passed from the overhead contact line to the storage battery, thereby suppressing an abnormal rise in the voltage of the overhead contact line during regenerative braking of the train, and storing electrical energy. When not in use, the thyristor switch device is rendered non-conductive.
整流装置６の直流出力は最大500V、電流容量
500Aである。整流装置６の直流出力は蓄電池電
圧と和動的に直列接続されて電車線に接続される
ようになつているので、電磁スイツチ６６を投入
して整流装置６を動作させ、サイリスタスイツチ
装置を不導通とした場合には、蓄電池を放電する
ように動作し、電鉄用整流器と協働して電車に電
力を供給することができる。 DC output of rectifier 6 is maximum 500V, current capacity
It is 500A. Since the DC output of the rectifier 6 is harmonically connected in series with the storage battery voltage and connected to the overhead contact line, the electromagnetic switch 66 is turned on to operate the rectifier 6 and disable the thyristor switch device. When it is conductive, it operates to discharge the storage battery, and works with the railway rectifier to supply power to the train.
第２図は、この蓄電池を電圧電流特性を略示し
たものである。 FIG. 2 schematically shows the voltage-current characteristics of this storage battery.
サイリスタスイツチ装置７において、主サイリ
スタ７１は電車の回生制動によつて電車線の電圧
が上昇したときに導通するように制御される。こ
れにより電車線から蓄電池に充電電流が流れる。
第２図から、電車線電圧を1600Vとすれば約
1500Aの電流が蓄電池に流入することが理解され
る。すなわち電車の回生電流が1500Aであればサ
イリスタスイツチ装置７が導通することにより、
その電圧は1600Vに抑制されることがが判る。 In the thyristor switch device 7, the main thyristor 71 is controlled to become conductive when the voltage of the overhead contact line increases due to regenerative braking of the train. This causes charging current to flow from the overhead contact line to the storage battery.
From Figure 2, if the overhead line voltage is 1600V, approximately
It is understood that a current of 1500A flows into the storage battery. In other words, if the regenerative current of the train is 1500A, the thyristor switch device 7 becomes conductive,
It can be seen that the voltage is suppressed to 1600V.
検出装置７８はＢ点の電圧をＥB＋ＩBＲ
1650V（Ｒは蓄電池の内部抵抗に期当する定数）
の条件が成立するとき主サイリスタ７１に点弧信
号を与えるように動作し、この条件が成立しない
時、ある時限後に点弧信号を消滅させるように動
作する。 The detection device 78 detects the voltage at point B as E B +I B R
1650V (R is a constant corresponding to the internal resistance of the storage battery)
When this condition is met, the main thyristor 71 is operated to receive an ignition signal, and when this condition is not met, the ignition signal is extinguished after a certain period of time.
整流装置６は電車の力行時に電磁スイツチ６６
を投入して動作させることができる。電鉄用整流
装置２，２′と協働して電車に電力を供給するの
で、交流受電のピークが軽減される。 The rectifier 6 is an electromagnetic switch 66 when the train is running.
You can put it in and make it work. Since power is supplied to the train in cooperation with the electric railway rectifiers 2 and 2', the peak of AC power reception is reduced.
整流装置６の動作は蓄電池５の充電状態をたと
えばアンペアアワー量によつて監視して（監視装
置については図示せず）蓄電池が過放電もしくは
過充電とならないように制御することが望まし
い。 The operation of the rectifier 6 is desirably controlled by monitoring the state of charge of the storage battery 5, for example, by ampere-hours (the monitoring device is not shown) so that the storage battery is not over-discharged or overcharged.
本発明は以上のように構成されているので電
車の回生生電力を有効に吸収して電車線電圧の異
常上昇を防止することができる。何時でも回生
電力を吸収することができるので電車の運行の信
頼性が向上する。回生電力を有効に活用するこ
とができる。電鉄道用整流装置の受電電力の変
動を少なくすることができる。追加する整流装
置の電圧は電車線電圧の数分の一で電流容量も小
さいもので充分である。 Since the present invention is configured as described above, it is possible to effectively absorb the regenerated electric power of the electric train and prevent an abnormal rise in the overhead line voltage. Since regenerative power can be absorbed at any time, the reliability of train operation is improved. Regenerated power can be used effectively. Fluctuations in the received power of the electric railway rectifier can be reduced. It is sufficient that the voltage of the additional rectifier is a fraction of the overhead line voltage and the current capacity is small.
等工業上有益な効果を奏するものである。It has industrially beneficial effects.
第１図は本発明の実施例を示す結線図、第２図
は動作説明図である。
１……電車線、２，２′……電鉄用整流装置、
３……負荷、４……変動負荷応動装置、５……蓄
電池、６……整流装置、７……サイリスタスイツ
チ装置。
FIG. 1 is a wiring diagram showing an embodiment of the present invention, and FIG. 2 is an operation explanatory diagram. 1...Electric line, 2, 2'... Rectifier for electric railway,
3... Load, 4... Fluctuation load response device, 5... Storage battery, 6... Rectifier, 7... Thyristor switch device.
Claims (1)
使用される装置であつて １ 電車の回生電流を受入れることのできる容量
ならびに直列個数を有する蓄電池 ２ 上記蓄電池と直列にして電車線に接続されそ
の導通時に電車線から蓄電池に充電電流を通じ
るサイリスタスイツチ装置 ３ 上記蓄電池と和動的に直列にして電車線に接
続され、その動作時に上記蓄電池の放電電流を
通じる整流装置 の三者から成る電気鉄道用変動負荷応動装置。[Scope of Claims] 1. A device for use in an electric railway having a train that performs DC regenerative braking, 1. A storage battery having a capacity and the number of batteries connected in series to receive the regenerative current of the train. 3. A thyristor switch device that is connected to the overhead contact line and passes charging current from the overhead contact line to the storage battery when it is conductive; 3. A rectifier switch that is connected to the overhead contact line in harmonic series with the storage battery and passes the discharge current of the storage battery when activated. A variable load response device for electric railways consisting of
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3639179A JPS55132330A (en) | 1979-03-28 | 1979-03-28 | Load regulation response device for electric railway |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3639179A JPS55132330A (en) | 1979-03-28 | 1979-03-28 | Load regulation response device for electric railway |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS55132330A JPS55132330A (en) | 1980-10-15 |
| JPS6140573B2 true JPS6140573B2 (en) | 1986-09-10 |
Family
ID=12468543
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3639179A Granted JPS55132330A (en) | 1979-03-28 | 1979-03-28 | Load regulation response device for electric railway |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS55132330A (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57209430A (en) * | 1981-06-16 | 1982-12-22 | Mitsubishi Electric Corp | Direct current control equipment |
| JPS5978137U (en) * | 1982-11-18 | 1984-05-26 | 日本電池株式会社 | Variable load response device for electric railways |
| JP5509442B2 (en) * | 2008-09-01 | 2014-06-04 | 株式会社日立製作所 | Power converter and electric railway system |
| CN103625310B (en) * | 2013-11-05 | 2016-06-15 | 西南交通大学 | A kind of electric railway subregion institute's automatic neutral-section passing system and automatic passing over of neutral section method thereof |
| CN103754135B (en) * | 2014-01-20 | 2016-04-20 | 唐山轨道客车有限责任公司 | Method for controlling passing neutral section and mobile unit |
-
1979
- 1979-03-28 JP JP3639179A patent/JPS55132330A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS55132330A (en) | 1980-10-15 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107499190B (en) | Energy storage and release system for power traction and regenerative braking of high-speed motor train unit | |
| JP3618273B2 (en) | DC feeder system for electric railway | |
| JP2000354306A (en) | Electric rolling stock driving device | |
| CN107472037B (en) | Traction power supply system for high-speed train and vehicle-mounted storage and discharge system thereof | |
| JP2001260718A (en) | Dc power supply facility for electric railroad | |
| JP2000233669A (en) | Power feeding system for dc feeder line | |
| US11097620B2 (en) | Circuit system for railroad vehicle | |
| JP2004358984A (en) | Direct current power supply equipment for electric railroad | |
| JPS6140573B2 (en) | ||
| JPH0463639B2 (en) | ||
| JPS6271404A (en) | Controller for electric rolling stock | |
| JPS6056049B2 (en) | DC busbar response device with fluctuating loads | |
| Frasca et al. | Supercapacitors system for balancing power-supply gap in railway electric vehicles | |
| JPH0339301Y2 (en) | ||
| CN216102628U (en) | Range-extending type current-limiting output device of electric bicycle | |
| JPH1191415A (en) | Electric railway dc transforming system | |
| JPH0339300Y2 (en) | ||
| JPS635404Y2 (en) | ||
| JP2000166003A (en) | Controller for electric car | |
| JPH0125710Y2 (en) | ||
| JPS5912492B2 (en) | Variable load response device for electric railways | |
| JPS6229966B2 (en) | ||
| JP2024099375A (en) | Driving system and driving method for railroad vehicle | |
| JPS5825760Y2 (en) | Momentary power failure protection device | |
| JPH0514482B2 (en) |