KR102469395B1 - Catenary feeding division system - Google Patents

Abstract

The present invention optimizes the operating speed of the electric railway, the interval of the PANTOGRAPH, and the proper installation position of the air section to prevent the catenary line disconnection occurring in the section of the power separator to promote safe operation of the train It relates to a catenary power supply classification system, comprising: a first catenary line and a second catenary line configured in an insulated section; And it is formed so as to surround the outer circumferential surface of the T-Bar on each of the outer circumferential surfaces of the T-Bar constituting the first and second catenary lines in the insulation section, and is formed in advance to the T-Bar in the inward direction of the insulation section. Insulator 20 formed to a length; includes. By optimally presenting the effective length condition of the electric catenary feed classification system of the present invention, it is possible to improve the reliability of the railway by optimizing the construction of catenary lines, scientific operation and maintenance inspection system, minimizing maintenance costs, and preventing catenary power outage accidents in advance. can

Description

Catenary feeding division system}

The present invention relates to a catenary power supply classification system, which comprehensively reviews the operation speed of electric railways, the interval of PANTOGRAPH, and the appropriate installation position of air sections to section over in the power supply separator section. It relates to a catenary power supply classification system that can promote safe operation of trains in electric railways by preventing catenary line disconnection caused by

Electric railways play an important role as a means of mass and high-speed transportation between cities and within cities as a means of public transportation according to urban concentration.

Urban railways are actively developing and introducing new technologies and systems while aiming for high-speed and high-efficiency, and the field of double tram lines is closely related to stable power supply and safe operation of trains.

Among catenary facilities, the power supply separator is a necessary facility to stop power supply only in some sections in order to safely carry out recovery work or daily maintenance in the event of a catenary accident.

If the electric vehicle stops at the location where the power separator (or insulation separator) is installed, and the electric vehicle PANTOGRAPH is short-circuited on both sides of the electric vehicle, arc current is generated through the pantograph current collector. This will eventually lead to a disconnection accident of the catenary or joga line. Therefore, the power supply separator is designated to be installed at a location where the electric vehicle is unlikely to stop, and restrictions are also required on the positional relationship between the signal and the power supply separator.

When a vehicle stops in a section where a power separator is inevitably installed due to the adjustment of the distance from the preceding vehicle during automatic operation in the current urban railway power supply section, melting by the arc heat of the electric wire due to the voltage difference when the pantograph is in contact with each other There is a risk of damage, and there are cases in which train operation is delayed due to actual accidents, causing inconvenience to passengers.

In particular, in the section where the feed separator is installed, abnormal wear, fatigue, and damage of the catenary are likely to occur because the pantograph moves between the two catenary lines in a complex motion, so it is necessary to sufficiently reflect these characteristics in the design.

In order to overcome these problems, each country operating urban railway independently develops and applies a power supply separator that fits the situation of each country (electric vehicle (electric railway, urban railway, etc.), operating track, power supply system, catenary overhead line method, etc.) are doing

The power supply separator for DC power supply sections of urban railways in Korea is divided into electrical and mechanical separators. The electrical separator has an air section for main line division and an insulated section for upper and lower line and side line division, and the mechanical separator is for main line catenary lines. There is an air joint that is used for mechanical separation of electricity, and research on the weight reduction of the dispatcher is continuously being conducted to improve the speed and reliability of the urban railway operation section.

However, the air section is operated according to the existing installation standards, but the development of a functional power supply separator considering the operating conditions of electric vehicles has not been made.

The conditions to be provided for such a feeder separator are that the tensile strength must be greater than the minimum breaking load of the catenary, there is no degradation of insulation due to penetration of rainwater, formation of attachments, etc., it is a material with strong arc resistance and abrasion resistance, vibration, Durability against impact and weather resistance should be sufficient.

On the other hand, the electrification rate and expansion of the urban railway operating section will lead to an increase in catenary line facilities, and the insulation section, which inevitably appears in catenary construction, will further expand. Accordingly, there is a demand for the development of power separators considering the operating conditions of electric vehicles. is expected to increase, and it is necessary to improve economic efficiency by realizing localization of power supply separators for DC power supply sections of urban railways to facilitate parts supply, and to improve public trust by preventing accidents in advance.

Patent Document 1: Korean Patent Registration No. 10-1743725 Patent Document 2: Korean Patent Publication No. 10-2014-0004364 Patent Document 3: Korean Registered Patent No. 10-0910549 Patent Document 4: Korean Patent Publication No. 10-2018-0075189

The present invention is to solve various disadvantages and problems of the prior art as described above, and the operation speed of the electric railway, the interval of the current collector, and the proper installation position of the air section are comprehensively reviewed to ensure that the section is over in the section of the power separator. The purpose is to provide a catenary dispatching classification system that can promote safe train operation of electric railways by preventing catenary disconnection caused by (Section Over).

In order to achieve the above object, the present invention is to be configured in a preset insulation section, the first catenary line 10 and the second catenary line 11 configured in the insulation section; And it is formed to surround the outer circumferential surface of the T-Bar on each of the outer circumferential surfaces of the T-Bar constituting the first electric wire 10 and the second electric wire 11 in the insulating section, and the T in the inward direction of the insulating section. -Provides a catenary power supply division system characterized in that it is formed by including; an insulator 20 formed to a predetermined length set in advance in the bar.

Here, the insulator 20 is an air section that electrically separates the space where the power supply divisions overlap with each other for the amount of wear and arc generation according to the weight of the insulator 20 and the amount of static and dynamic pressure when passing through the electric railway ( It is characterized in that it is an insulator equal to or greater than the air section).

In addition, the insulator 20 includes a silicon-based resin layer in contact with the outer circumferential surface of the T-Bar; and an FRP reinforcing layer formed on the outer surface of the silicon-based resin layer, and the insulator 20 is fastened with the T-Bar by bolts. characterized by being

Meanwhile, the insulator 20 is characterized in that it is formed with a thickness of 5 to 15 mm from the outer circumferential surface of the T-Bar to the outside and a width of 400 to 600 mm from the outer circumferential surface of the T-Bar to the inner side of both sides of the insulating section.

In addition, when the insulation section between the first electric train line 10 and the second electric train line 11 is applied to the minimum length of 14,280 mm of the power supply division system for shortening the unpressurized time, the interval between the pantographs of the electric railway within the insulation section is Characterized in that it is 14.132 mm.

On the other hand, the catenary power supply classification system is characterized by electrical division in the air section section of the catenary line of DC 1,500V ground / underground.

Here, in the catenary power supply classification system, when the maximum speed of the electric railway is 80 [km/h] and the pantograph interval of the urban railway vehicle is applied as 14,132 mm, air over due to accident current or load current does not occur. It is characterized in that it is manufactured considering the electric vehicle's automatic operation conditions, arc duration, voltage relay operation time, and circuit breaker cut-off time.

And the effective length condition of the catenary power supply classification system is, in the case of DC-DC power supply classification system, A: arc duration 40 [ms], B: voltage relay operation time 100 [ms], C: circuit breaker cut-off time (IEC Regulation 61992-2 ) 20[ms], D : Assuming that the spare time is 50[ms], the total operating time = A+B+C+D = 210[ms], and the design speed of the urban railway is 80[km/km/ h], and the appropriate effective length [mm] condition at a driving speed of 80 [km/h] is characterized in that it is applied when 210 [ms] × 80 [km/h] = 16,800 [mm].

According to an embodiment of the present invention, there are the following effects.

First, by comprehensively reviewing the operation speed of the electric railway, the interval of the power collector, and the proper installation location of the air section, it is possible to prevent the catenary disconnection caused by the section over in the section of the electric railway. Safe driving can be promoted.

Second, the electrification rate and expansion of the urban railway operation section will lead to an increase in catenary line facilities, and the insulation section, which inevitably appears in the construction of catenary lines, will further expand. Demand increases, and it is possible to minimize higher reliability and maintenance costs by establishing an optimal construction, operation, and maintenance inspection system for catenary lines through scientific techniques.

Third, insulation sections inevitably occur in the current electric vehicle operation in the continuously growing railroad market, and by realizing the localization of the power supply separator for the DC power supply section of the urban railway, it is possible to increase the economic feasibility and prevent accidents by facilitating the supply of parts. It is possible to improve public confidence in using electric railways or urban railways.

1 is a diagram for explaining a non-pressurized length in a power supply classification system in consideration of vehicles and driving conditions.
2 is a view for explaining the configuration of an integrated power supply classification system among the configuration requirements of the ground-side power supply classification system.
3 is a view for explaining the configuration of the separate type power supply classification system among the configuration requirements of the ground power supply classification system.
4(A)(B) is a diagram for explaining a catenary power supply classification system according to the present invention.
5 and 6 are views for explaining an embodiment of an insulator formed on a cross section of a T-Bar used as a catenary and an outer circumferential surface of the T-Bar in the catenary feed classification system according to the present invention.
7 is a diagram showing voltage and current waveforms of existing catenary lines.
8 is a diagram showing voltage and current waveforms of an insulator-added catenary of a catenary feed classification system according to the present invention.
9 is a view for explaining that a monitoring system is added to the catenary feed classification system according to the present invention.
10 is a diagram for explaining a correlation between current or resistance flowing in a catenary and temperature.

A preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

In addition, the terms used in the present invention have been selected from general terms that are currently widely used as much as possible, but in certain cases, there are terms arbitrarily selected by the applicant. It is intended to clarify that the present invention should be understood as the meaning of the term, not the name of. In addition, in describing the embodiments, descriptions of technical contents that are well known in the technical field to which the present invention pertains and are not directly related to the present invention will be omitted. This is to more clearly convey the gist of the present invention without obscuring it by omitting unnecessary description.

In order to promote the safe operation of electric railway trains, a technical analysis of the DC-DC insulation separator installation conditions must be preceded. ), it is necessary to calculate the effective length considering the driving speed, and to calculate the length of the insulation separator according to the interval of the pantograph of the electric vehicle.

In addition, in order to identify the cause of the catenary wire melting fracture in the insulation separator, it is necessary to analyze the characteristics change due to the catenary wire wear, analyze the correlation between the catenary current and temperature, and analyze the temperature rise by the load current.

Performance tests in the development of insulation separators for overhead catenary lines for ground use and insulation separators for rigid catenary lines for underground use in functional insulation separators include measurement of static and dynamic load capacity, minimum vehicle operating speed and stationary inverter (SIV) ) It is necessary to perform performance evaluation and reliability tests such as low voltage detection time, wear and noise characteristics according to insulator weight, and reliability test after installation in the demonstration section. In addition, the detailed required levels such as performance and specifications of the developed product are as follows.

○ Technical specifications

(A) function

-It must serve as an insulation separator for electrical division in the air section section of the catenary line at DC 1,500V above ground/underground.

- It should be manufactured without hindrance to the passage of the train at the maximum speed of the urban railway.

- It must be manufactured so that air over due to accident current or load current according to the interval of the pantograph of the urban railway vehicle does not occur.

- It must be manufactured considering the electric vehicle's automatic operation conditions, arc duration, voltage relay operation time, and circuit breaker cut-off time.

(B) Requirements

- The material of the insulator must be FRP of silicon resin type, and it must have excellent abrasion resistance and heat resistance.

- Insulators and mounting brackets should be designed/manufactured so that they can be installed in place of the existing FRP section insulators and insulation separators, and the mechanical performance of the mounting brackets should be equivalent or better.

- Performance of each insulator and performance after assembly should be equal to or higher than that of existing products.

- When passing an electric vehicle, the static and dynamic pressure lift must be equal to or greater than that of the existing air section, and must be manufactured considering the low voltage detection time of the stationary inverter (SIV).

- Abrasion and arc generation amount according to insulator weight should be equal to or higher than that of the existing air section

(c) Composition

- Composition consists of insulator and assembly bracket.

○ Inspection and testing

(A) Factory tests, type tests and field tests are conducted. The procedure specifications of each test are prepared during the research, and are prepared based on the existing section insulator.

(B) Factory test

- Factory test refers to a test to check whether the performance is satisfied at the place of the manufacturer.

(C) Type test

- The type test is the previous stage of the field test, and refers to a test conducted by an authorized institution to check whether the required performance specifications are satisfied.

(D) field test

- The field test is a test to check whether the function is satisfied by installing it on the actual route.

This is summarized in Table 1 below.

The section (separator) divides the power supply system of the tram line to limit the power supply stop section and secure train operation in other sections, such as when an accident occurs in a part of the tram line or when power outages are required for daily maintenance work. As a facility for the purpose, there is an air section that is applied to the power supply section.

And the air section electrically separates the space where the power supply divisions overlap each other by air, and is installed at regular intervals on the catenary.

PANTOGRAPH is equipped with a current collector in contact with a wire on a frame woven into a diamond shape installed on the roof to be folded. The spring rising type, the latter is called the air rising type.

The section over phenomenon occurs when the train stops in the power supply section, and the air section is electrically connected by being in contact with the catenary line of both power supply section by the phantograph. The two pantographs installed in the vehicle are short-circuited by an electrical closed circuit inside the railroad vehicle, and an arc occurs due to a breakdown of the train or a rapid change in current, causing concerns such as molten iron and fire.

This air section is a separator using air insulation by maintaining parallel parts of the catenary to be insulated at regular intervals without inserting an insulator into the catenary of the current collector. It is used for distinguishing statues in the main line.

In the case of Seoul Metro, a total of 90 air sections (main line: 84) are installed on lines 1 to 4, with 14 on the ground (12 on the main line) and 76 on the underground (72 on the main line).

The amount of heat Q [cal] generated by electric railway current is proportional to the square of the current intensity I [A], the electrical contact resistance of the conductor R [Ω], and the time t [sec] passing the current.

Briefly explaining the theoretical calculation of the temperature rise of the catenary, the amount of heat generated when 3,000A is applied to the catenary in the air section section is 171.8kcal, the melting point of the catenary material is 1,803℃, and the catenary (Cu 170mm ² ) unit weight: 1,511 g/m, and the specific heat is 0.0924cal/g ℃. Accordingly, the amount of temperature change applied to 1m of catenary is 1,231℃, and the minimum voltage for arc generation in case of a short circuit between two conductors is 15~20V.

The catenary is electrically and mechanically worn according to the sliding of the pantograph, and when the catenary is worn, there is a concern about disconnection due to the decrease in the constant strength of the other catenary due to the decrease in the cross-sectional area, and the wear limit is set at 8.5mm, which considers the tensile strength as shown in Table 2 will be.

Briefly explaining the correlation between the current flowing in the catenary and the temperature, assuming that the one-way breaker closing time is 35 seconds and the catenary resistance is 0.1279Ω/km, as shown in FIG. 10a, the catenary current is 10.73kA and the temperature is 1,083℃ It will reach the melting point (disconnection).

And briefly explaining the correlation between the resistance flowing through the catenary and the temperature, as shown in FIG. 10b, assuming that the one-way circuit breaker input duration is 35 seconds and the catenary current is 5,000A, the catenary resistance is 4.12Ω and the temperature is 1,083 ° C, which is the melting point of the catenary. is reached (disconnection).

On the other hand, in the power supply classification system considering vehicle operating conditions, the conditions for calculating the length of the DC-DC power supply classification system are: A: arc duration 40ms, B: voltage relay operation time 100ms, C: circuit breaker cutoff time (IEC regulation 61992-2) 20ms, D: Assuming that the spare time is 50ms, the total operating time (A+B+C+D) is 210ms.

Among these electric railways, the design speed of the urban railway is 80 km/h, and the condition of the appropriate effective length [mm] when the operating speed is 80 km/h is 210 [ms] × 80 [km/h] = 16,800 [mm].

The application of the minimum length [mm] of the power supply division system to reduce the no-pressurization time is 14,280 [mm]. At this time, the margin length [mm] is 14,280 (power supply classification system length) - 14,132 (fanta interval) = 148 [mm] (applying the length considering the vehicle SIV low voltage detection minimum time).

1 is a view for explaining the unpressurized length in the power supply classification system considering general electric vehicles and driving conditions, and FIG. 2 is a diagram for explaining the configuration of an integrated power supply classification system among the components of the ground power supply classification system. It is a drawing to explain the composition of the separate type power supply classification system among the configuration requirements of the ground-side power supply classification system.

When designing the optimal power supply division system, the minimum time for detecting SIV low voltage for electric vehicles is required within the range of 10 [ms]. It is important.

The unpressurized length of this

148[mm]×10 ^-3 ×3,600[sec]÷55[km/h] = 9.68[ms]

to be.

Accordingly, the design requirements are:

① Minimum time for detecting low voltage of vehicle VVVF and SIV (Static Inverter: power supply): 10 [ms]

② Minimum vehicle speed: V=0.148[m]÷10[ms] = 14.8[ms] → 14.8×3.6 = 53.28[km/h]

③ Compliance conditions for electrical insulation separation distance: standard 250mm, minimum 70mm, instantaneous 30mm

④ The probability per km that low voltage occurs when the vehicle in the separator is stopped is within 0.0148%.

Looking at Figure 2 for explaining the configuration of the integrated power supply classification system among the configuration requirements of the ground power supply classification system,

The normal line static uplift amount (Y) is

Y = s p/4T = (50×6)/(4×3,000) ×1,000 = 25[mm]

S : Span 50[m], P : Pulling force 6[kg/㎠], T : Wire tension 3[Ton].

And the static uplift amount (Y) when installing the insulator is,

FRP insulator weight: resin 4kg + fastening joint 1kg = 5[kg] / 5kg×7 set = 35[kg], catenary unit weight: 1,511[g/m], insulator unit weight: 2500[g/m] ( Note: When local wear occurs due to the weight of the insulator (replacement cycle tolerance: 5 mm or more),

Static pull-up amount Y = (1,511 × 50) / [(1,511 × 35.65) + (2,500 × 4.28)] × 25 = 21 [mm].

However, in this case, expected problems such as local wear of the insulator, increased frictional noise, lack of safety due to continuous connection points, and delayed recovery time may occur due to a decrease in follow-up to the dynamic uplift amount.

On the other hand, as shown in FIG.

Static uplift amount Y = (1,511×50)/[(1,511×46) + (2,500×4)] ×5 = 23.7[mm]

, Dynamic uplift amount: About 3 times the static uplift amount at an operating speed of less than 100 [km/h], good follow-up to the fanta uplift force according to the decrease in the weight of the insulator, and less connection points, reducing the noise of collection friction .

4 is a view for explaining the catenary feeder classification system according to the present invention, FIG. 5 is a cross-sectional view of a T-Bar used as a catenary, and FIG. 6 is for explaining an embodiment of an insulator formed on the outer circumferential surface of the T-Bar. 7 is a diagram showing the voltage and current waveforms of the existing catenary line, and FIG. 8 is a diagram showing the voltage and current waveforms of the insulator-added catenary line of the catenary feed classification system according to the present invention.

As shown in FIGS. 4 to 6, the catenary power supply division system according to the present invention is configured in a preset insulation section (four sections), and the insulation section electrically separates the space where the power supply division sections overlap with each other by air. It is installed at regular intervals on the catenary line.

This catenary feed division system should serve as an insulation separator for electrical separation in the air section of the catenary line at DC 1,500V above ground/underground, and should be manufactured without hindrance to the passage of trains at the maximum speed of the urban railway. It should be manufactured so that air over due to accident current or load current does not occur according to the interval of the pantograph of the urban railway vehicle. In addition, it should be manufactured considering the automatic operation conditions of electric vehicles, arc duration, voltage relay operation time, and circuit breaker cut-off time.

When each pantograph has a width of 332 mm, a margin width of 68 mm, and an insulation length of 400 mm, the insulation section between the first electric vehicle line 10 and the second electric vehicle line 11 is composed of 14,280 mm, and the insulation section The interval between the pantographs within is 14.132 mm. Of course, the interval between the insulation section and the pantograph is only one example and may be changed.

At this time, insulators including fiber reinforced plastics (FRP) are respectively configured between the insulation sections of the first electric train line 10 and the second electric train line 11, and these insulators 20 will be composed of a width of 400 to 600 mm. can

When explaining this in more detail, in FIGS. 5 and 6, a T-Bar constituting a catenary is shown, and an insulator 20 such as FRP is coupled to the outer circumferential surface of the T-Bar.

The insulator 20 is formed on the outer circumferential surface of the T-Bar on one side and the other side of the insulation section and is formed inside the insulation section on one side and the other side of the insulation section with a length of 400 to 600 mm, and is formed to surround the outer circumferential surface of the T-Bar .

And the insulator 20 is formed to a thickness of 5 to 10 mm from the outer circumferential surface of the T-Bar to the outside. In addition, the insulator 20 will be fastened using a plurality of bolts 30 and nuts 31 with a predetermined interval set on both sides of the T-Bar in the insulator 20 after being inserted from the outside to the inside of the T-Bar. It may be, when it is said that it is fastened using two bolts and nuts, when the bolt fastening hole (bolt fastening part) 21 is formed in the insulator 20, the distance between the bolt fastening holes 21 can be configured to have 250 mm . Of course, this bolt connection is just one example and there is no need to specifically limit the fastening method between the T-Bar and the insulator 20.

In the present invention, as the material of the insulator 20, a pantograph having excellent insulation, abrasion resistance and heat resistance, and a silicone resin series and FRP having good sliding properties were used. When passing an electric vehicle, the static and dynamic pressure must be equal to or higher than that of the existing air section, and it is designed in consideration of the low voltage detection time of the stationary inverter (SIV). In addition, the amount of abrasion and arc generation according to the weight of the insulator 20 should be equal to or higher than that of the existing air section, and it is preferable to satisfy the conditions shown in Table 1 described above.

The insulator 20 may include a silicon-based resin layer (not shown) in contact with the outer circumferential surface of the T-Bar; and an FRP reinforcing layer (not shown) formed on the outer surface of the silicon-based resin layer. Since the insulator 20 is composed of a silicon-based resin layer (not shown) and an FRP reinforcing layer (not shown), not only remarkable insulation, but also wear resistance and heat resistance can be expected.

The silicone-based resin used in the silicone-based resin layer is not particularly limited as long as it is silicone-based, but it is preferable to use one having electrical insulation, heat resistance, slight brittleness, and weather resistance.

Due to the silicone-based resin layer, the insulator 20 has some flexibility and absorbs external shock or vibration. That is, there is an effect of attenuating vibration or impact.

Depending on the method, the silicone-based resin layer comprises (A) 5-vinylbicyclo[2.2.1]hept-2-ene, 6-vinylbicyclo[2.2.1]hept-2-ene or a combination of the two and 1 An addition reaction product with ,3,5,7-tetramethylcyclotetrasiloxane, (B) a siloxane-based compound having two or more alkenyl groups bonded to silicon atoms in one molecule, and (C) a hydrosilylation reaction catalyst As a result, durability can be significantly improved.

In addition, the thickness of the silicone-based resin layer is preferably about 10 to 500 μm after curing because the thickness uniformity of the silicone-based resin layer is further secured as the thickness of the silicone-based resin layer becomes thinner.

Since the FRP reinforcing layer has excellent durability, impact resistance and abrasion resistance, does not rust, and is not deformed by heat as an insulating material, the physical properties and mechanical strength of the insulator 20 can be remarkably improved.

At this time, the FRP reinforcing layer includes 38 to 54% by weight of vinyl ester resin, 0.5 to 2.8% by weight of low-temperature curing agent, 0.3 to 2.5% by weight of high-temperature curing agent, 0.9 to 1.5% by weight of internal release agent, 0.3 to 0.8% by weight of surface treatment agent, and 0.7% by weight of low shrinkage agent. ~2.5 wt%, aluminum hydroxide 0.4 ~ 4.2 wt%, magnesium hydroxide 0.4 ~ 3.9 wt%, melamine 2.8 ~ 5.2 wt%, glass fiber 15 ~ 24 wt%, carbon fiber 12 ~ 18 wt%, and polyamide 8 ~ 15 wt% It is preferable to be composed of %.

7 is a diagram showing the voltage and current waveforms of an existing catenary, and FIG. 8 is a diagram showing the voltage and current waveforms of an insulator-added catenary of the catenary power supply classification system according to the present invention, the outer circumferential surface of the catenary lines 10 and 11 of the present invention When the insulator 20 is formed in the voltage and current waveforms of the basic catenary line after entering the insulation section of the catenary line (10, 11), an arc is generated in the existing device, and in the present invention, it shows that it is immediately stable without the occurrence of an arc.

9 is a view for explaining that a monitoring system is added to the catenary feed classification system according to the present invention.

In the embodiment in which the monitoring system is added to the catenary power supply classification system according to the present invention, the image of the pantograph contact state is monitored through the camera 40 in the insulation section during operation of the electric railway, and data is collected by monitoring the load current and data in the event of an accident. It is collected through the device 50 and analyzed through the data storage/display analysis device 60. To this end, in the monitoring data collection device 50, after collecting the images collected through the plurality of cameras 40 and the load current or fault current from the catenary lines 10 and 11 or the pantograph in the insulation section, the data storage / display analysis device Send to (60). The data storage/display analysis device 60 is composed of a PC or a server and stores the image data collected by the monitoring data collection device 50 and the load current or fault current data in a memory or database and then analyzes them to be configured within the insulation section. It can be confirmed whether the stability and function of the power supply classification system by the catenary lines 10 and 11 and the insulator 20 constituting the catenary feed classification system satisfy the conditions shown in Table 1.

Although the present invention has been described with the above examples, the present invention is not necessarily limited to these examples, and may be variously modified and implemented without departing from the technical spirit of the present invention. Therefore, the examples disclosed in the present invention are not intended to limit the technical idea of the present invention, but to explain, and the scope of the technical idea of the present invention is not limited by these examples. The protection scope of the present invention should be construed according to the claims below, and all technical ideas within the equivalent range should be construed as being included in the scope of the present invention.

10, 11: catenary
20: insulator
30: bolt
31: nut
40: camera
50: monitoring data collection device
60: data storage / display analysis device

Claims (8)

A first electric wire 10 and a second electric wire 11 configured within a preset insulation section, which are configured within the insulation section; and
It is formed so as to surround the outer circumferential surface of the T-Bar on each of the outer circumferential surfaces of the T-Bar constituting the first electric wire 10 and the second electric wire 11 in the insulation section, and the T-Bar in the inward direction of the insulating section. An insulator (20) formed to a predetermined length set in the bar;
The method of claim 1,
The insulator 20 is an air section that electrically separates the space where the power supply divisions overlap each other by air for the amount of wear and arc generation according to the weight of the insulator 20 and the amount of static and dynamic pressure when passing through the electric railway. section) and a catenary feeder classification system, characterized in that it is an insulator equal to or greater than.
The method of claim 1,
The insulator 20 includes a silicon-based resin layer in contact with the outer circumferential surface of the T-Bar; and an FRP reinforcing layer formed on the outer surface of the silicon-based resin layer, and the insulator 20 is bolted to the T-Bar. Trane line feed classification system characterized by.
The method of claim 1,
The insulator 20 has a thickness of 5 to 15 mm from the outer circumferential surface of the T-Bar to the outside and a width of 400 to 600 mm on the outer circumferential surface of the T-Bar from the outer side of both sides of the insulation section to the inner side of the electric wire feeder, characterized in that classification system.
The method of claim 1,
The insulation section between the first catenary line 10 and the second catenary line 11,
When applied with a minimum length of 14,280mm of the power supply division system to reduce pressurization time
Trane line feed classification system, characterized in that the interval between the phantographs of the electric railway in the insulation section is 14.132mm.
The method of claim 1,
The catenary power supply classification system,
A catenary power supply division system characterized in that it is electrically divided in the air section section of the catenary line of DC 1,500V above ground / underground.
The method of claim 1,
The catenary power supply classification system,
The maximum speed of the electric railway is 80[km/h],
When the pantograph interval of the electric railway vehicle is applied as 14,132 mm, air over due to accident current or load current does not occur,
Catenary power supply classification system, characterized in that it is manufactured in consideration of electric vehicle automatic operation conditions, arc duration, voltage relay operation time, and circuit breaker cut-off time.
The method of claim 7,
The effective length condition of the catenary power supply classification system is,
In the case of DC-DC power supply classification system,
A: arc duration 40[ms], B: voltage relay operating time 100[ms], C: circuit breaker blocking time (IEC regulation 61992-2) 20[ms], D: spare time 50[ms] ,
Total operating time = A+B+C+D = 210[ms],
The design speed of the electric railway is 80 [km/h], and the proper effective length [mm] condition when the operating speed is 80 [km/h] is 210 [ms] × 80 [km/h] = 16,800 [mm] Trane line feed classification system, characterized in that applied.

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