JPS6353134A - Regulating device for circulating amount of dc power - Google Patents

Abstract

PURPOSE:To automatically regulate a quantity of electric power to be balanced between sections of the mutual extension of the service, by providing an integrating means, which respectively integrates the quantity of electric power supplied through each of the first and second semiconductor switches, and controlling the semiconductor switches so that the quantity of electric power is supplied equally in each direction. CONSTITUTION:DC power quantity integration devices 15a, 15b integrate a quantity of electric power allowed to flow respectively into electric car feeder cables 5a, 5b. And comparators 16a, 16b, which compare the quantity of electric power conducting an electric current to be supplied to the electric car feeder cables 5a, 5b when one of the integrated value of the respective DC power quantity integrating devices 15a, 15b is larger than the other, output a signal to close semiconductor switches 13b, 13a. Accordingly, circulating amounts of electric power can be balanced with each other by controlling the semiconductor switches 13a, 13b to be opened and closed so that the electric power quantity integrating devices 15a and 15b continually integrate the equal amount of power.

Description

[Detailed Description of the Invention] [Objective of the Invention] (Industrial Application Field) The present invention is directed to a direct current electric railway in which a direct current electric car is connected to a line called y2, which is operated by a business entity, while a direct current electric car is running between phase 11 east and 11. Automatically adjusts the amount of power supplied to the device. Relates to e-accommodating power amount adjustment device.

(Prior Art) A method of adjusting the amount of electric power for a conventional DC electric railway to be used for two-way phase N on J5 will be explained with reference to the system side diagram shown in FIG. 7.

FIG. 7 shows the DC substations 1a and 1b of the mutually accessible parts of two different companies, and the DC substation 2 that separates these two companies. Each DC substation 1a, Ib converts three-phase AC power into DC power using rectifier transformers 3a, 3b and rectifiers 4a, 4b, and supplies the DC power to DC power lines 5a, 5b. on the other hand,
DC 1 classification station 2 is a DC train! A section switch 7 using a DC high-speed circuit breaker and a DC current transformer 88.8b for measuring the amount of electric power in each direction are sandwiched between a section 6 for mutually dividing the fAs 5a and 5b.

It consists of DC instrument transformers 9a, 9b and DC power 4 integration devices 10a, 10b.

Here, the DC power 4 integrating device 10a is the amount of power flowing from the DC overhead contact line 5a to the DC overhead contact line 5b, and the DC power 4 integrating device 10b is the amount of electric power flowing from the DC overhead contact line 5b to the DC overhead contact line 5a.
It measures the amount of electricity flowing in the direction.

Further, the section switch 7 is generally of a mechanical type. By the way, when the electric vehicle passes through section 6, it is necessary to close the section switch 7 in order to eliminate the voltage difference between the sections.

On the other hand, if you want to prevent power from being supplied to electric vehicles on other companies' tram lines, open this button except when passing through a section.
It is necessary to read it. However, if the section switch 7 is mechanical, opening and closing involves mechanical wear.
Generally, it is used closed at all times.

For this reason, the electric vehicles of both companies are based on operating schedules, station locations, DC voltage fluctuations at DC substations 1a and 1b, and trains 15a and 5b.
Due to the difference in DC resistance, etc., the DC power integration device 10 a
and 10b's 1' (lA are different. On the other hand, when operating the DC electric cars 11, the operations of the vehicles of both companies are averaged by mutually driving each DC electric car 11 the same distance. However, in addition to the above, the difference in the numbers indicated by the four DC power integration devices 10a and 10b also varies depending on the operating schedule, the operating method of the electric vehicle, etc., and the measurement method has changed. come.

Therefore, in general, the meters of the DC power integration devices 10a and 10b are read at certain intervals, and the primary tap voltages of the rectifier transformers 2a and 2b of the DC substations 1a and 1b are changed so that the difference becomes zero. , rectifier transformers 2a, 2b
and rectifier 3a.

Adjustments are being made by increasing or decreasing the number of 3b units in operation.

In addition, sometimes transactions were made based on electricity rates depending on the difference in the amount of electricity. However, as mentioned above, these always differ depending on external conditions, so adjustments must be made each time, which is inconvenient as it involves the exchange of money.

(Problems to be Solved by the Invention) As described above, in the past, in order to adjust the flexible frost hanging between two companies, the rectifier transformer 2 of the DC substations 1a and 1b was
The mutual power interchange was adjusted by changing the primary tap voltage of A and 2B and by changing the number of operating units, but all of this was done manually.

Furthermore, depending on the adjustment method, there is a risk that the voltage will drop on the overhead contact line, interfering with the operation of DC electric cars.

On the other hand, Mino Jffi, which could not be fully adjusted despite the averaging adjustment, is being processed with money. However, the unit price of electricity varies depending on the equipment of each company, the season, etc., and above all, it is very inconvenient to have to exchange money.

The present invention was made in order to solve the above problems, and it is possible to connect two companies with mutual access without affecting the operation of electric vehicles and without having to operate complicated DC substations or exchange electricity charges. The purpose of the present invention is to provide a DC interchange power fi% adjustment device that can automatically balance the amount of electric power.

[Structure of the invention]

(Means for Solving the Problems) The present invention provides a first semiconductor switch for supplying power from one DC feeder line to the other DC feeder line for an electric railway DC overhead contact line separated in sections; a second semiconductor switch that supplies power from the other DC feeder to one DC feeder, and an integration means that integrates the amount of power supplied through each of the first and second inter-semiconductor devices; and control means for controlling the first and second semiconductor switches on and off so that the amount of electric power flowing in each direction is equal based on the output of the integrating means.

(Function) In this invention, the control means controls the first and second semiconductor switches in accordance with the magnitude of the difference in electric power between the DC feeders based on the output of the integrating means, and also controls the first and second semiconductor switches based on the output of the integrating means. Since the difference in power amount is controlled to be zero, there is no need to perform complicated operations at DC substations or exchange charges due to differences in power amount.

(Example) Hereinafter, the present invention will be described in detail with reference to the drawings.

FIG. 1 is a system diagram showing one embodiment of the present invention.

As shown in the figure, each DC substation 1a.

A DC adjustment adjustment device 12 is installed across the section 6 between the sections 1b and 1b. This DC interchange power amount adjustment device 1
2 is a DC current converter 8a that connects both ends to the DC overhead contact lines 5a and 5b and is capable of mutually switching on/off the current through 13 irl flow two-way semiconductor switches 13; .

Bb, DC voltage converters 9a and gb for bringing the DC voltage to a level that can be input to the control device 15, position detectors 14a and 14b for detecting the position of the DC electric car 11, and current, voltage, and electric car position. It is comprised of a control device 15 that processes external conditions such as, and controls the DC bidirectional semiconductor switch 13 at tI.

In this configuration, the semiconductor switch 13 is normally left open, and is closed when the DC electric car 11 enters the electric car position detection device 1421 or 14b toward the section 6, and is turned on to detect the position of the electric car in the opposite direction to the section 6. By opening the device 14b or 14a when passing the device 14b or 14a, when the DC electric car 11 passes through the section 6, the voltages of the electric cars 1j+5a and 5b at both ends of the section 6 are equalized.

If the voltage of either the overhead contact line 5a or 5b becomes abnormally low or high due to the direct current or regenerative power of the DC electric car 11, the voltage The semiconductor switch 13 is closed so that current is supplied from the higher side to the lower side. At this time, tram line 5
A current flows between a and 5b. Although this amount of electric power is small, it is not completely zero, and either one is large. In order to make this power amount zero, the semiconductor switch 13 is opened and closed to adjust so that the difference in power amount becomes zero in the normal operation voltage box n (between the lowest voltage and the highest voltage).

Normally, the voltages on the overhead contact lines 5a and +5b are different from each other, and if there is a large load of cars on the overhead contact line 5a side when the semiconductor switch 13 is open, the voltage on the overhead contact line 5a side will be higher than that of the overhead contact line 5a. If the voltage becomes lower than the voltage on the 5b side and vice versa,
The voltage on the overhead contact line 5b side increases. Using this normal voltage difference, the control table '1115 is operated and adjusted so that the amount of interchanged power becomes zero.

FIG. 2 is a block diagram showing the detailed M4 configuration of the control device 15.

In the same figure, direct F & power hanging integration @ rll 15 a
integrates the amount of electric power flowing from the overhead contact line 5a to 5b, and integrates the amount of electric power flowing from the overhead contact line 5b to 5Fl conversely. The comparator 16a compares the integrated values of the DC power amount integrating device 15a and 15b, and when the integrated value of the DC power amount integrating device 15a is large, the current from the contact line 5b to the power line 1p1i15a is calculated for the 4 controller 17a. A signal is output that connects the semiconductor switch 13b to 1M1 in order to conduct current σ. On the other hand, the comparator 16b compares the product q values of the DC power amount integrating devices 15a and 15b to determine the DC power h.
(When the integrated value of the integrating device 15b is large, the controller 17b
In contrast, a signal is output to close the semiconductor switch 13a in order to conduct current from the overhead contact line 5a to the overhead contact line 5b.

As described above, the DC power ID loading/unloading devices 5a and 15b are
between semiconductor devices 13a and 13 so that
By opening and closing υ111, the amount of power that can be used by the user is balanced by 8t! can be done.

FIG. 3 is a block diagram showing another example of the configuration of the control device 15. In particular, when the straight A+, tf air 11 moves from the ΔI base toward the 8th point, the passage of the 2 shows a diagram for controlling the voltage on both sides of section 6 equally.

In such a configuration, when the DC electric car 11 enters the section 6, a signal from the DC electric car position detecting device 14a is used to detect the voltage between the semiconductors IV1m13a.

13b is turned on. Next, when the DC electric car 11 passes through section 6 and reaches point 8, the DC electric car position detection device 1
When the signal is received from 4b, the semiconductor circuit breakers 13a and 1'3b are opened and turned off. However, semiconductor switches 13a, '13b
When opening the DC electric vehicle position detection device 14b,
It is opened not only on the condition that the following signal is received but also that the following DC electric car 11 is not at point A. This condition is determined by the NOT logic operation element 19 and the OR operation element 20, and the controller 17
This is achieved by giving it to a and 17b. Conversely, when moving from the Ii galvanic type car 118 point side to the A point side, the semiconductor switches 13a and 13b may be controlled and shifted using the same logical configuration.

FIG. 4 shows the position detection device 14a of the DC electric car 11.

14b is a circuit diagram showing a configuration example of 14b. FIG.

As shown in the figure, the DC electric car 11 has two rails 21.
This rail 21 runs on the DC electric car 11.
The rail insulation section 2 is installed at regular intervals in order to detect the position of the
2a, 22be: 2 digits.

The rail insulators 22a and 22b are connected to impedance bonds 23a so that only direct current flows.

23b. Here, the impedance bonds 23a and 23b have almost zero resistance to direct current, but have a large resistance to alternating current. On the other hand, an alternating current voltage such as a commercial frequency is applied between the two rails 21 via a track transformer 24 on one side of the rail insulators 22a and 22b. A track relay 25 is installed on the other rail insulated side, and is constantly excited by an alternating current voltage from the track transformer 24.

Here, when the DC electric car 11 enters this section, the two rails 21 will be short-circuited by the car @26 of the direct R electric car, and the track relay 25 will not be energized, and the DC electric car 11 will be A contact signal 27 is obtained which closes as "Yes".

Fig. 5 35 and Fig. 6 show that when the voltage of either the overhead contact line 5a or 5b becomes abnormally low or high due to the direct current of the DC electric car 11 or the regenerative power, FIG. 2 is a block diagram showing the configuration of a control device 11 for controlling the supply of current from a higher voltage to a lower voltage for good operation of the vehicle 11. FIG.

In these figures, the respective voltages of DC overhead contact lines 5a and 5b are transferred from DC transformers 9a and 9b to converters 28a and 28a.
The voltage is inputted to comparators 31a and 31b via 8b, and compared with the lowest reference voltage 29 or the highest reference voltage 32.

Now, in the configuration shown in Fig. 5, when the DC voltage of the overhead contact wires 5a and 5b across the section 6 is lower than the lowest unit weight of 1 mo29, that is, the load of the current of the DC electric car is large. When the semiconductor switch 13a.

The voltage drop is compensated for by turning on 13b and covering the connection Lvc.

On the other hand, in the configuration shown in Figure 6, the highest group 1? - The air pressure 32 is set high, and if one of the voltages of the overhead contact lines 5a, 5b (7) becomes abnormally high, that is, if there is a voltage increase due to the regenerative current of the DC electric car 11, the semiconductor giti device 1
3a and 13b are turned on to allow the regenerative current of the electric car to flow, suppressing the voltage rise in the overhead contact line 5a or 5b,
Sufficient regeneration of the DC electric vehicle 11 is made possible.

Incidentally, in either of the configurations shown in FIGS. 5 and 6, when abnormal current flows, it is necessary to protect the system by opening and closing 13a and 13b for the purpose of switching.

Thus, according to the present embodiment, regardless of the operating state of the DC electric car 11, the amount of electric power is always constant without performing complicated operations such as exchanging electric power from each contact line 5a, 5b bordering section 6. Since the Ll control is performed so that the amount of electric power exchanged between the two companies in the electric power Xt+mutual connection can be averaged.

In addition, in the actual failure example above, a DC current converter is used! Although a unidirectional converter has been described as an example, it goes without saying that the system may also be constructed using a DC current converter that can operate in both directions.

In addition, although the configurations in Figures 2, 3, 5, and 6 are illustrated separately, all functions can be realized by logically combining all configurations and configuring an integrated control device. can be satisfied.

〔Effect of the invention〕

As described above, according to the present invention, in a DC overhead contact line where AC power is converted to DC through a converter such as a rectifier and is supplied to a DC electric train, in a place where it is desired to eliminate the difference in power amount between the DC overhead contact lines, By controlling the opening and closing of the semiconductor switch in one direction according to the magnitude of the difference in the mutual power consumption, the difference in power consumption is controlled to zero, so the difference in power h1 reduces the complexity of DC substations. The difference in power amount can be easily reduced to zero without any operations or exchange of electricity charges.

[Brief explanation of drawings]

Fig. 1 is a system diagram of an embodiment of the present invention, Fig. 2 is a block diagram showing the detailed configuration of the main elements of the embodiment, Figs.
6 is a block diagram showing another configuration example of the main elements of the same embodiment, FIG. 4 is a circuit diagram showing the configuration of a general DC electric in position detection device, and FIG. 7 is a conventional DC accommodating Power is a system diagram of a regulating device. 1a, lb...DC substation, 6...Rection, 8
a, 8b... DC current converter, 9a, 9b... DC current converter, 11... DC electric car, 12... DC interchange power amount adjustment device, 1'3.13a, 13 b.・・・
Semiconductor switch, 14a, 14b... Electric vehicle position detection device, 15... Control tII device. Applicant's agent Sato - Otara 2I21 Kutsu 3 Illustration card 4 z 65 Zujima 6 Concave

Claims (1)

[Scope of Claims] 1. A first semiconductor switch that supplies power from one DC feeder to the other DC feeder of an electric railway DC contact line separated by sections, and a first semiconductor switch that supplies power from the other DC feeder a second semiconductor switch that supplies power to one DC feeder;
an integrating means for integrating the amounts of electric power supplied through each of the first and second semiconductor switches; A DC accommodating power amount adjustment device comprising: control means for controlling on/off of the first and second semiconductor switches. 2. The direct current according to claim 1, wherein the control means closes the first and second semiconductor switches to equalize the voltages at both ends of the section when the electric vehicle passes through the section. Flexible power adjustment device. 3. The control means controls the current to flow from the higher voltage to the lower voltage when the voltage in any of the sections becomes lower than the lowest set voltage and higher than the highest set voltage. The DC accommodating power amount adjusting device according to claim 1 or 2, characterized in that the first or second semiconductor switch is closed.