JPS6260885B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a feeding method using a plurality of power converters for propulsion of a train in a linear motor railway.

Railways using conventional adhesive systems have a speed limit.
It is said that the speed is around 300 km/h, and noise and vibration pollution problems are said to be significant in the high speed range. In order to solve these problems, development of low-pollution high-speed wheel transmission engines using linear motor propulsion and magnetic levitation is underway.

Conventionally, synchronous linear motor (referred to as LSM)
In propulsion-based maglev trains, power is supplied to the LSM ground coil by a dual-feeding method.

FIG. 1 is a circuit diagram of a conventional dual feeding method.

In the figure, (N-1), N, and (N+1) indicate the numbers of the respective sections. In this double feeding method, a substation is placed in the center of the feeding section, and three-phase power converters (hereinafter referred to as power converters) 1 and 2 that can continuously vary the frequency according to train fluctuations are installed. Two units are used to supply power to the LSM ground coil group.
The LSM ground coil groups are divided into sections, and are alternately connected to feeder lines 7 and 8 via feeder section switches 3, 4, 5, and 6, respectively.

According to FIG. 1, when the train is in the N section, the feeder classification switch 4 connected to the LSM ground coil group of the N section is turned on, and when the LSM ground coil group of the N section is connected, the electric wire 7 is connected, and the electric power is Power is supplied from the converter 1 to the LSM ground coil group of the N section. Next, in preparation for the train entering the (N+1) section, turn on the feeder classification switch 5 of the (N+1) section.
, and the LSM ground coil group in the (N+1) section is energized from the power converter 2. As the train progresses further and crosses over to the (N+1) section, the current in the power converter 1 is reduced to zero, and then the feeding section switch 4 of the N section is opened, and the LSM ground coil group of the N section is energized. stop.
After that, the feeding section switch 6 of the (N+2) section is turned on to energize the LSM ground coil group of the (N+2) section in preparation for the train entering the (N+2) section. In this way, each time the train passes through a section, power converters 1 and 2
The conventional double feeding method is to alternately supply power from the LSM to the LSM ground coil group.

However, in this dual feeding method, in order to increase the propulsion force of the train, there are two methods: increasing the number of turns of the LSM ground coil, and increasing the feeding current from the power converter without changing the LSM ground coil. There are several possible methods, but for the former, there is a limit to increasing the dielectric strength of the LSM ground coil.
The feeding current from the power converter must be increased, resulting in an increase in the diameter of the feeder line and an increase in feeder loss. Also, a large capacity power converter is required.

Furthermore, in the event of a failure in the feeder section switch, feeder line, power converter, etc., some sections will not be energized.
Since there is no power supplied to the section,
When the thrust of the LSM becomes zero and a train enters this section, the impact on the running characteristics becomes large and the ride becomes uncomfortable. Furthermore, considering the case where the train is stopped on this broken section, some method other than LSM ground coil propulsion is required to move the train.

According to the present invention, the capacity of a single power converter can be reduced compared to the dual feeding method. The total installed capacity of power converters can be reduced. Furthermore, by dividing the LSM ground coil into two for the vehicle field, a dual system is constructed, providing an efficient and highly reliable power feeding system.

That is, the present invention provides a method for supplying electric power for train propulsion in a linear motor railway, in which two sets of LSM ground coils each independently connected in series are connected to each other in series.
The sections are divided into sections with a predetermined length, and this is defined as one feeding section, and these divided feeding sections are relatively shifted by one section, and the sections including the section where the train is located are arranged. This system is characterized in that two power converters energize the power section, while the other power converter switches the power section.

The present invention will be explained below with reference to the drawings.

FIG. 2 is a circuit diagram of a triple feeding method showing an embodiment of the present invention. In Figure 2, two sets of LSM ground coils each independently connected in series are shown (N
-1), N, (N+1), (N+2) are divided into sections with predetermined intervals, two sections are considered as one feeding section, and these feeding sections are relatively shifted by one section. In other words, one feeding section of the two LSM ground coil groups is shifted from the other feeding section by one section. Therefore, LSM
By dividing the ground coil, the length of two sections forms one feeding section, and
A state is formed in which the number of sections overlaps.

Further, as shown in FIG. 2, each feeding section formed in both LSM ground coil groups includes feeding section switches 9, 10, 11, 12, then feeding lines 16,
17, 18 to three-phase power converter 13, 14, 1
5 and a three-phase power supply 19. At this time, each of the feeder lines 16, 17, and 18 alternately alternates the feeding section of one of the LSM ground coil groups and the feeding section of the other LSM ground coil group every other section. They are connected to each other through feeder classification switches 9, 10, 11, and 12 provided in each feeding section, and as described later, the corresponding feeder classification switches are sequentially opened and closed as the train progresses. Certain sections can be energized. In other words, two power converters energize the section including the section where the train is located, while the other converter switches the section.

In the above configuration, the present invention uses two power converters to supply electricity to obtain thrust to the train.

For example, when the train is running on the N section, the feeder section switches 10 and 11 are in the ON state, and the two power converters 14 and 15 feed the N section and (N+1) section. Power is being supplied to one LSM ground coil group. Furthermore, in preparation for the train to enter the (N+1) section, the feeding section switch 12 is turned on to energize the remaining one of the LSM ground coil groups in the (N+1) section from the power converter 13 and wait. When the train finishes crossing to the (N+1) section, the feeder classification switch 10 of the feeder line 17 that is energized to the LSM ground coil group in the N section is turned off, and only one of the LSM ground coil groups in the N section is energized. stop. After that (N+2)
Power converter 1 to section LSM ground coil group
4 to prepare for the train to enter the section.
As described above, in the triple feeder method according to the present invention, two power converters are always used to supply power to each section, and the remaining power converter is used to supply power to the next section while the train is running. It is scheduled to be energized.

According to the present invention, the energized section for the train to enter the next section is longer by one section than in the conventional double energizing method, and three power converters are required. Although it is expected that the power loss associated with feeding will be large due to the
Since the train propulsion force is shared between two power converters, the propulsion force per power converter is halved compared to the dual feeding method, and the back electromotive force caused by train running is reduced by half. Therefore, if the dielectric strength of the coil is the same as in the double feeding method, the number of turns of the LSM ground coil can be increased to reduce the current flowing from the power converter. For example, LSM
If the number of turns of the ground coil is designed to be twice that of the double feeding method, the current flowing from the power converter will be half that of the double feeding method, and furthermore,
By making the section length and LSM coil arrangement similar to that of double feeding, it is possible to suppress the increase in power loss associated with feeding. Furthermore, by halving the energizing current, the capacity of a single power converter can be suppressed, and the total capacity of three converters can be kept below the installed capacity in the case of the double energization method. Furthermore, if the substation equipment capacity is the same as that of the double feeding method, it is possible to obtain larger thrust characteristics than the double feeding method.

Moreover, according to the present invention, even if the feeder section switch cannot be turned on or a failure occurs in the feeder line, power converter, etc., 1/2 of the power is supplied to the section from the healthy power converter. Therefore, unlike the double energization method, there is no possibility of non-energization, and even if a train enters the section, the impact on the train can be reduced. Furthermore, even if the train is stopped in the section, as mentioned above,
Since 1/2 the power is given, the linear motor does not lose its functionality.

FIG. 3 is an equivalent circuit for one power converter and one phase when the train is loaded. 20 is the output voltage EsV of the power converter, 23 is the back electromotive force EmV of the train, 21 is the impedance of the feeder line (resistance RΩ, reactance LH), and 22 is the impedance of the LSM ground coil (resistance RmΩ, reactance LmH). If the above values are the values for the double feeding method, the voltage equation for the double feeding method is: Es=Em+(R+Rm)Im+jω(L+Lm) per power converter
Im, and the total electric power per converter is P ₂ +jQ ₂ =3×Es×Im=[EmIm+(R+Rm)Im ² +jω(L+Lm)Im ² ]×3. On the other hand, in the triple feeding method, for example,
By doubling the number of turns of the LSM ground coil, the current per power converter can be halved.
If the coil is designed with a constant current density flowing through the LSM ground coil, the reactance of the coil will be 4 times higher and the resistance will be 4 times higher. The voltage equation is Es=Em+(R+4Rm)Im/2+jω(L+4Lm)Im/2, and the amount of power required for train running is P+jQ=[EmIm/2+(R+4Rm)(Im/2) per power converter. ² +jω(L+4Lm)(Im/2) ² ]×3 = [EmIm/2+(R/4+Rm) Im ² +jω(L/4+Lm) Im ² ]×3. Therefore, the power amount of the two power converters is P ₃ +jQ ₃ = [EmIm+(R/2+2Rm) Im ² +jω(L/2+2Lm) Im ² ]×3. From this, compared to the case of double feeding,
Although the loss of the LSM ground coil increases, the loss of the feeder line decreases, and there is no significant difference in the overall power consumption.

Similarly, the power associated with switching the feeding classification switch is Ps ₂ + jQ ₂ = [(R + Rm) Im ² + jω (L + Lm) Im ² ] x 3 for the double feeding method, and Ps ₃ + jQs ₃ = for the triple feeding method. [(R+4Rm)(Im/2) ² +jω(L+4Lm)(Im/2) ² ]×3=[(R/4+Rm) ^Im2 +jω(L/4+Lm) ^Im2 ]×3. As a result, compared to the double feeding method, it can be said that in the triple feeding method, the farther the train is from the substation, the lower the loss in the feeder line.

On the other hand, the capacity per power converter is higher than that of a single converter, as compared to the double feeding method, which uses two converters to supply power, the triple feeding method uses three converters to supply power. Capacity becomes smaller.

In other words, if we simply compare only the power required for propulsion, the amount of power per power converter is P ₁₂ = 3EmIm for the double feeding method, whereas the current for the triple feeding method is 1/2. , P ₁₃ =3EmIm/2=
It will be 3/2・EmIm, and the single machine capacity will be about 1/2. Furthermore, the total installed capacity of the power converter is 3EmIm x 2 units = 6EmIm for the double substation method, while 3/2EmIm x 3 units = 9/2EmIm for the triple feeding method. The installed capacity is approximately 3/4 of that of the previous model, making it economical in terms of power converter equipment.

As described above, according to the present invention, power loss can be suppressed, the capacity of a single power converter can be reduced, and drawbacks in driving characteristics can be solved.

[Brief explanation of the drawing]

Fig. 1 is a circuit diagram of a conventional double feeding method, Fig. 2 is a circuit diagram of a triple feeding method showing an embodiment of the present invention, and Fig. 3 is a circuit diagram of a single power converter of the present invention for one phase. It is an equivalent circuit diagram when a train is loaded. 1, 2, 13, 14, 15... three-phase power converter, 3, 4, 5, 6, 9, 10, 11, 12...
Feeding power classification switch, 7, 8, 16, 17, 18...
...feeder line, 19...three-phase power supply.

Claims (1)

[Claims] 1. In a power supply method for train propulsion in linear motor railways, two sets of LSM ground coils, each independently connected in series, are divided into predetermined lengths for two sections, and these are treated as one feeding section. At the same time, these divided feeder sections are relatively shifted by one section, and the feeder section including the section where the train is located is energized by two power converters, while the other one is energized. A power supply method using a triple feeder for a linear motor type railway characterized by switching between electrical sections.