KR20200064805A - Train power supply system - Google Patents

Train power supply system Download PDF

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Publication number
KR20200064805A
KR20200064805A KR1020180151358A KR20180151358A KR20200064805A KR 20200064805 A KR20200064805 A KR 20200064805A KR 1020180151358 A KR1020180151358 A KR 1020180151358A KR 20180151358 A KR20180151358 A KR 20180151358A KR 20200064805 A KR20200064805 A KR 20200064805A
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KR
South Korea
Prior art keywords
rail
power supply
supply system
line
substations
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KR1020180151358A
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Korean (ko)
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KR102165324B1 (en
Inventor
한문섭
김용기
윤병주
박성균
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한국철도기술연구원
주식회사 비츠로씨앤씨
주식회사 태희에볼루션
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Priority to KR1020180151358A priority Critical patent/KR102165324B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/12—Trolley lines; Accessories therefor
    • B60M1/13—Trolley wires
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/30—Power rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/30—Railway vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y02T10/7022—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y02T10/7225—
    • Y02T10/7233—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Dc-Dc Converters (AREA)

Abstract

The present invention relates to a train direct current (DC) power supply system which can reduce a return current and a voltage drop. The train DC power supply system comprises: a rail and an electric car line connected between both substations to supply power to a train vehicle; a power supply line connected in parallel with the rail; and two or more converter units connected in parallel with the rail, electric car line, and power supply line between both substations and maintaining a voltage difference between the rail and the electric car line and a voltage difference between the rail and the electric car line to be the same.

Description

철도 직류급전 시스템{TRAIN POWER SUPPLY SYSTEM}Railway DC feed system{TRAIN POWER SUPPLY SYSTEM}

본 발명은 귀선전류 및 전압강하를 저감할 수 있는 철도 직류급전 시스템에 관한 것이다.The present invention relates to a railroad DC power supply system capable of reducing return current and voltage drop.

철도 직류급전 시스템은 철도차량에 전력을 공급하기 위해 전차선과 레일을 귀로로 하는 직접급전방식을 사용하고 있다. 또한 교류와는 달리 직류는 위상을 갖고 있지 않기 때문에 변전소간을 서로 연결하는 병렬급전을 하기 때문에 양단의 전원공급에 따른 전압강하 보상 및 레일전류가 분류되는 구성이 필요하다.In order to supply power to railroad cars, the railroad DC power supply system uses a direct power supply method using a tram line and a rail. In addition, unlike AC, DC does not have a phase, so it is necessary to configure voltage distribution compensation and rail current classification according to power supply at both ends because parallel feeding between substations is performed.

도 1을 참조하면, 종래의 철도 직류급전 시스템(10)은 양 변전소(11) 각각에 다이오드 정류기를 구비하고, 변전소(11)의 일단이 전차선(EL)에 타단이 레일(RL)과 연결되어 철도차량(TN)에 전력을 공급하고 있다. 직류계통은 위상차가 없기 때문에 절연구분을 하지않고 변전소간을 연결하여 병렬운전을 하고 있어 철도차량(TN) 부하에 의한 전압강하에 유리하다. Referring to Figure 1, the conventional rail DC power supply system 10 is provided with a diode rectifier in each of the substation 11, one end of the substation 11 is connected to the rail RL and the other end to the tram line EL It is supplying power to railroad vehicles (TN). Since the DC system does not have a phase difference, it performs parallel operation by connecting substations without isolation, which is advantageous for the voltage drop due to the load of the railway vehicle (TN).

그럼에도 불구하고, 양 변전소 사이의 구간에서 누설전류 및 전압강하가 발생하여, 변전소 사이 구간이 길수록 전력손실이 증가하는 문제점이 있다. Nevertheless, leakage current and voltage drop occur in the section between both substations, and the longer the section between the substations, the higher the power loss.

또한, 변전소가 설치되는 구간을 짧게 하면 비용이 증가하는 문제점이 있다.In addition, there is a problem that the cost increases if the section where the substation is installed is shortened.

본 발명은 상기한 문제점을 해결하기 위한 것으로, 귀선전류 및 전압강하를 저감할 수 있는 철도 직류급전 시스템을 제공한다.The present invention is to solve the above problems, and provides a railroad DC power supply system capable of reducing a return current and a voltage drop.

상술한 과제를 해결하기 위한 본 발명에 따른 철도 직류급전 시스템은, 철도차량에 전력을 공급하기 위한 변전소; 두 변전소 사이에 연결된 레일 및 전차선; 상기 레일과 병렬로 연결되는 급전선; 및 상기 양 변전소 사이에 상기 레일, 전차선 및 상기 급전선과 병렬로 연결되며, 상기 레일 및 전차선 사이의 전압차와 상기 레일 및 급전선 사이의 전압차를 동일하게 유지하는 둘 이상의 컨버터부를 포함한다. A railroad DC power supply system according to the present invention for solving the above-described problems includes: a substation for supplying power to a railroad vehicle; Rails and trams connected between the two substations; A feeder line connected in parallel with the rail; And two or more converter units connected in parallel with the rail, the train line, and the feeder line between the two substations, and maintaining the same voltage difference between the rail and the train line and the voltage difference between the rail and the feeder line.

또한, 상기 변전소, 상기 전차선 및 상기 컨버터부와 연결되는 제1 노드와, 상기 변전소, 상기 레일 및 상기 컨버터부와 연결되는 제2 노드를 더 포함할 수 있다. In addition, a first node connected to the substation, the tram line, and the converter unit, and a second node connected to the substation, the rail, and the converter unit may be further included.

또한, 상기 컨버터부는 상기 제1 노드 및 상기 제2 노드 사이에 연결되는 제1 커패시터와, 상기 제2 노드 및 상기 급전선 사이에 연결되는 제2 커패시터를 포함할 수 있다. In addition, the converter unit may include a first capacitor connected between the first node and the second node, and a second capacitor connected between the second node and the feeder line.

또한, 상기 레일 및 상기 제2 노드는 접지 전위일 수 있다. Also, the rail and the second node may be ground potentials.

또한, 상기 양 변전소 사이의 구간을 n개로 구획하기 위해 상기 컨버터부는 n+1개 구비될 수 있다.In addition, n+1 converter units may be provided to divide n sections between the two substations.

또한, 상기 n+1개의 컨버터부는 양 변전소 사이에 등간격으로 구비될 수 있다. In addition, the n+1 converter units may be provided at equal intervals between both substations.

또한, 상기 철도차량은 상기 레일 및 전차선과 전기적으로 연결될 수 있다. In addition, the railway vehicle may be electrically connected to the rail and the tram line.

또한, 상기 컨버터부는 Buck-Boost 컨버터를 포함할 수 있다. In addition, the converter unit may include a Buck-Boost converter.

또한, 상기 변전소는 다이오드 정류기를 포함할 수 있다.In addition, the substation may include a diode rectifier.

본 발명에 따른 철도 직류급전 시스템은, 양 변전소 사이에 급전선과 병렬로 연결되며, 변전소로부터 제공되는 전압을 변환 공급하는 둘 이상의 컨버터부를 이용해 단권변압기(autotransformer) 기능을 구현함으로써, 귀선전류 및 전압강하를 저감할 수 있다.The railroad DC power supply system according to the present invention is connected in parallel with a feeder line between both substations, and implements an autotransformer function using two or more converter units for converting and supplying the voltage provided from the substation, thereby reducing the return current and the voltage drop. Can be reduced.

도 1은 종래 기술에 따른 철도 직류급전 시스템을 나타낸 도면이다.
도 2는 본 발명에 따른 철도 직류급전 시스템을 개략적으로 나타낸 도면이다.
도 3은 본 발명의 일 실시예에 따른 철도 직류급전 시스템의 등가 회로도이다.1 is a view showing a railroad DC power supply system according to the prior art.
2 is a view schematically showing a railway DC power supply system according to the present invention.
3 is an equivalent circuit diagram of a railway DC power supply system according to an embodiment of the present invention.

본 명세서의 실시 예를 설명함에 있어 관련된 공지 구성 또는 기능에 대한 구체적인 설명이 본 명세서의 요지를 흐릴 수 있다고 판단되는 경우, 그 상세한 설명은 생략될 수 있다. In describing the embodiments of the present specification, when it is determined that a detailed description of a related known configuration or function may obscure the subject matter of the present specification, the detailed description may be omitted.

본 명세서에서 사용되는 "포함한다," "포함할 수 있다." 등의 표현은 개시된 해당 기능, 동작, 구성요소 등의 존재를 가리키며, 추가적인 하나 이상의 기능, 동작, 구성요소 등을 제한하지 않는다. 또한, 본 명세서에서, "포함하다." 또는 "가지다." 등의 용어는 명세서 상에 기재된 특징, 숫자, 단계, 동작, 구성요소, 부품 또는 이들을 조합한 것이 존재함을 지정하려는 것이지, 하나 또는 그 이상의 다른 특징들이나 숫자, 단계, 동작, 구성요소, 부품 또는 이들을 조합한 것들의 존재 또는 부가 가능성을 미리 배제하지 않는 것으로 이해되어야 한다. As used herein, "includes," "can include." The expressions, etc., indicate the existence of the disclosed corresponding functions, operations, components, and the like, and do not limit additional one or more functions, operations, components, and the like. Also, in this specification, "includes." Or "take it." Terms such as intended to designate the presence of features, numbers, steps, operations, components, parts or combinations thereof described in the specification, one or more other features or numbers, steps, operations, components, parts or It should be understood that the possibility of the presence or addition of these combinations is not excluded in advance.

본 명세서에서 단수의 표현은 문맥상 명백하게 다르게 뜻하지 않는 한, 복수의 표현을 포함한다.In this specification, a singular expression includes a plural expression unless the context clearly indicates otherwise.

이하, 첨부된 도면을 참조하여 본 발명을 설명한다. Hereinafter, the present invention will be described with reference to the accompanying drawings.

도 2는 본 발명에 따른 철도 직류급전 시스템을 개략적으로 나타낸 도면이고, 도 3은 본 발명의 일 실시예에 따른 철도 직류급전 시스템의 등가 회로도이다.2 is a view schematically showing a railway DC power supply system according to the present invention, and FIG. 3 is an equivalent circuit diagram of the railway DC power supply system according to an embodiment of the present invention.

도 2 및 도 3을 참조하면, 본 발명의 일 실시예에 따른 철도 직류급전 시스템(100)은 변전소(110), 레일(RL), 전차선(EL1), 급전선(EL2), 둘 이상의 컨버터부(120)를 포함할 수 있다. 2 and 3, the railway DC power supply system 100 according to an embodiment of the present invention includes a substation 110, a rail RL, a tram line EL1, a feed line EL2, and two or more converter units ( 120).

변전소(110)는 철도차량(TN)에 전력을 공급하기 위해 철도차량(TN)의 경로 상에 구비된다. 변전소(110)는 외부로부터 공급되는 교류 전류를 직류 전류로 변환할 수 있다. 이를 위하여, 변전소(110)는 다이오드 정류기를 포함할 수 있다. The substation 110 is provided on the path of the railway vehicle TN to supply electric power to the railway vehicle TN. The substation 110 may convert AC current supplied from the outside into DC current. To this end, the substation 110 may include a diode rectifier.

레일(RL)과 전차선(EL1)은 두 변전소(110) 사이에 연결된다. 예컨대, 전차선(EL1)은 변전소(110)의 양극 측에 연결되고, 레일(RL)은 변전소(110)의 음극 측에 연결될 수 있다. The rail RL and the tram line EL1 are connected between the two substations 110. For example, the tram line EL1 may be connected to the positive side of the substation 110, and the rail RL may be connected to the negative side of the substation 110.

또한, 레일(RL) 및 전차선(EL1)은 철도차량(TN)과 전기적으로 연결된다. 레일(RL)은 철도차량(TN)의 경로로서, 철도차량(TN)의 바퀴와 맞닿을 수 있다. 레일(RL)은 도체로 이루어지며 접지 전위일 수 있다. 전차선(EL1)은 철도차량(TN)에 소정 전위의 전력을 공급하며, 철도차량(TN)의 상부와 전기적으로 연결된다. 예컨대, 전차선(EL1)에 공급되는 전력은 750V, 1500V 또는 3000V의 직류 전압일 수 있다. In addition, the rail RL and the tram line EL1 are electrically connected to the railway vehicle TN. The rail RL is a path of the railway vehicle TN, and may contact the wheels of the railway vehicle TN. The rail RL is made of a conductor and can be a ground potential. The tram line EL1 supplies electric power of a predetermined potential to the railway vehicle TN, and is electrically connected to the upper portion of the railway vehicle TN. For example, the power supplied to the tram line EL1 may be a DC voltage of 750V, 1500V or 3000V.

변전소(110)는 레일(RL)을 따라 일정한 간격으로 설치될 수 있다. 그런데, 변전소(110) 간 구간이 길수록 누설전류 및 전압강하가 발생하여, 전력손실이 증가하는 문제점이 있다. 또한, 변전소 사이 구간을 짧게 하면 변전소 설치 비용이 증가하는 문제점이 있다. The substation 110 may be installed at regular intervals along the rail RL. However, the longer the interval between the substations 110, the more the leakage current and voltage drop occurs, there is a problem that the power loss increases. In addition, if the section between the substations is shortened, there is a problem in that the installation cost of the substation increases.

본 발명의 철도 직류급전 시스템은 변전소(110) 사이에 별도의 급전선(EL2)과, 둘 이상의 컨버터부(120)를 이용해 단권변압기(autotransformer) 기능을 구현함으로써, 귀선전류 및 전압강하를 저감할 수 있다.The railroad DC power supply system of the present invention can reduce the return current and the voltage drop by implementing an autotransformer function using a separate feeder line EL2 between the substation 110 and two or more converter units 120. have.

급전선(EL2)은 레일(RL)과 병렬로 연결된다. 급전선(EL2)은 철도차량(TN) 상단부에 전차선(EL1)과 복선으로 나란히 설치될 수 있다. The feeder line EL2 is connected in parallel with the rail RL. The feeder line EL2 may be installed alongside the tram line EL1 and the double track at the upper end of the railway vehicle TN.

컨버터부(120)는 양 변전소(110) 사이에 레일(RL), 전차선(EL1) 및 급전선(EL2)과 병렬로 연결된다. 컨버터부(120)는 레일(RL) 및 전차선(EL1) 사이의 전압차와 레일(RL) 및 급전선(EL2) 사이의 전압차를 동일하게 유지한다. The converter unit 120 is connected in parallel with the rail RL, the tram line EL1, and the feed line EL2 between both substations 110. The converter 120 maintains the same voltage difference between the rail RL and the tram line EL1 and the voltage difference between the rail RL and the feed line EL2.

구체적으로, 도 3에 도시된 바와 같이, 철도 직류급전 시스템(100)의 등가 회로는 변전소(110), 전차선(EL1) 및 컨버터부(120)와 연결되는 제1 노드(N1)와, 변전소(110), 레일(RL) 및 컨버터부(120)와 연결되는 제2 노드(N2)를 더 포함한다. 레일(RL)이 접지 전위이므로, 제2 노드(N2)는 접지 전위이다. Specifically, as shown in FIG. 3, the equivalent circuit of the railway DC power supply system 100 includes a first node N1 connected to the substation 110, the electric lane EL1 and the converter unit 120, and a substation ( 110), a rail (RL) and a second node (N2) connected to the converter unit 120. Since the rail RL is a ground potential, the second node N2 is a ground potential.

그리고, 컨버터부(120)는 제1 노드(N1) 및 제2 노드(N2) 사이에 연결되는 제1 커패시터(C1)와, 제2 노드(N2) 및 급전선(EL2) 사이에 연결되는 제2 커패시터(C2)를 포함한다. 여기서, 제1 및 제2 커패시터(C1, C2)는 동일한 정전용량일 수 있다.In addition, the converter unit 120 includes a first capacitor C1 connected between the first node N1 and the second node N2, and a second capacitor connected between the second node N2 and the feeder line EL2. And a capacitor C2. Here, the first and second capacitors C1 and C2 may have the same capacitance.

양 변전소 사이의 구간을 n개로 구획하기 위해 컨버터부(120)는 n+1개 구비될 수 있다. 본 실시예에서는 4개의 컨버터부(120) 즉, 제1 내지 제4 컨버터부(121, 122, 123, 124)를 이용해 변전소 사이 구간을 3개로 구획함을 예로서 설명하기로 한다. 그리고, 변전소 사이 구간(d)은 등간격 구획되어 3개의 구간을 제1 내지 제3 구간(d1, d2, d3)으로 지칭하기로 한다. 또한, 전차선(EL1), 급전선(EL2), 레일(RL)의 저항이 동일하고, 철도차량(TN)이 제2 구간(d2)에서 전류(Is)를 소비하고 있다고 가정한다. In order to divide n sections between both substations, n converter units 120 may be provided. In this embodiment, four sections of the converter 120, that is, the first to fourth converter sections 121, 122, 123, and 124 will be described as an example of dividing the section between the substations into three. In addition, the section d between the substations is divided into equal sections, and three sections are referred to as first to third sections d1, d2, and d3. In addition, it is assumed that the resistances of the tram line EL1, the feed line EL2, and the rail RL are the same, and that the railway vehicle TN consumes the current Is in the second section d2.

레일(RL)에 흐르는 전류의 경우, 제1 구간(d1) 및 제3 구간(d3)의 전류는 평형이 되어 0이 되고, 철도차량(TN)이 위치한 제2 구간(d2)에서만 전류가 흐르게 되며, 레일(RL)에 인가되는 전압은 종래보다 절반으로 감소하게 된다. In the case of the current flowing in the rail RL, the currents in the first section d1 and the third section d3 are balanced and become 0, and the current flows only in the second section d2 where the railway vehicle TN is located. The voltage applied to the rail RL is reduced by half compared to the prior art.

이 경우, 컨버터부(120)는 전원측 전압 대비 부하측 전압이 반으로 강압되는 단권변압기(autotransformer)로서 기능한다. 따라서, 귀선전류 및 전압강하를 저감할 수 있다.In this case, the converter unit 120 functions as an autotransformer in which the voltage on the load side compared to the voltage on the power side is stepped down in half. Therefore, it is possible to reduce the return current and voltage drop.

구체적으로 도시되지 않았으나, 컨버터부(120)는 제1 및 제2 커패시터(C1, C2) 사이에 병렬 접속되는 인덕터(미도시)와, 제1 및 제2 커패시터(C1, C2)의 충방전을 위한 복수의 스위칭 소자(미도시)를 더 포함할 수 있다. 또한, 컨버터부(120)는 Buck-Boost 컨버터로 구성될 수 있으나 이에 한정되지 않으며, 컨버터부(120)는 공지된 다양한 컨버터 회로로 구현될 수 있다.Although not specifically shown, the converter unit 120 charges and discharges the inductors (not shown) and the first and second capacitors C1 and C2 connected in parallel between the first and second capacitors C1 and C2. It may further include a plurality of switching elements (not shown) for. In addition, the converter unit 120 may be configured as a Buck-Boost converter, but is not limited thereto, and the converter unit 120 may be implemented by various known converter circuits.

이와 같이 본 발명에 따른 철도 직류급전 시스템은, 양 변전소 사이에 급전선과 병렬로 연결되며, 변전소로부터 제공되는 전압을 변환 공급하는 둘 이상의 컨버터부를 이용해 단권변압기(autotransformer) 기능을 구현함으로써, 귀선전류 및 전압강하를 저감할 수 있다.As described above, the railroad DC power supply system according to the present invention is connected in parallel with a feeder line between both substations, and implements an autotransformer function by using two or more converter units for converting and supplying the voltage provided from the substation, thereby returning the current and The voltage drop can be reduced.

본 발명이 속하는 기술 분야에서 통상의 지식을 가진 자라면 본 발명의 본질적인 특성에서 벗어나지 않는 범위에서 다양한 수정 및 변형이 가능할 것이다. 그리고 본 명세서와 도면에 개시된 실시 예들은 본 발명의 내용을 쉽게 설명하고, 이해를 돕기 위해 특정 예를 제시한 것일 뿐이며, 본 발명의 범위를 한정하고자 하는 것은 아니다. 따라서 본 발명의 범위는 여기에 개시된 실시 예들 이외에도 본 발명의 기술적 사상을 바탕으로 도출되는 모든 변경 또는 변형된 형태가 본 발명의 범위에 포함되는 것으로 해석되어야 한다.Those skilled in the art to which the present invention pertains will be able to make various modifications and variations without departing from the essential characteristics of the present invention. In addition, the embodiments disclosed in the present specification and drawings merely describe the contents of the present invention and provide specific examples to help understanding, and are not intended to limit the scope of the present invention. Therefore, the scope of the present invention should be interpreted to include all the modified or modified forms derived on the basis of the technical spirit of the present invention in addition to the embodiments disclosed herein.

100: 철도 직류급전 시스템
110: 변전소
120: 컨버터부
RL: 레일
EL1: 전차선
EL2: 급전선100: rail DC feed system
110: substation
120: converter unit
RL: Rail
EL1: tram line
EL2: Feeder

Claims (9)

철도차량에 전력을 공급하기 위한 변전소;
두 변전소 사이에 연결된 레일 및 전차선;
상기 레일과 병렬로 연결되는 급전선; 및
상기 양 변전소 사이에 상기 레일, 전차선 및 상기 급전선과 병렬로 연결되며, 상기 레일 및 전차선 사이의 전압차와 상기 레일 및 급전선 사이의 전압차를 동일하게 유지하는 둘 이상의 컨버터부를 포함하는 것을 특징으로 하는 철도 직류급전 시스템.A substation for supplying electric power to a railway vehicle;
Rails and trams connected between the two substations;
A feeder line connected in parallel with the rail; And
It characterized in that it comprises two or more converters connected in parallel with the rail, the tram line and the feed line between the two substations, and maintaining the same voltage difference between the rail and the tram line and the voltage difference between the rail and the feed line Rail DC feed system. 제1항에 있어서,
상기 변전소, 상기 전차선 및 상기 컨버터부와 연결되는 제1 노드와,
상기 변전소, 상기 레일 및 상기 컨버터부와 연결되는 제2 노드를 더 포함하는 것을 특징으로 하는 철도 직류급전 시스템.According to claim 1,
A first node connected to the substation, the tram line, and the converter unit;
Railroad DC power supply system further comprises a second node connected to the substation, the rail and the converter. 제2항에 있어서, 상기 컨버터부는
상기 제1 노드 및 상기 제2 노드 사이에 연결되는 제1 커패시터와,
상기 제2 노드 및 상기 급전선 사이에 연결되는 제2 커패시터를 포함하는 것을 특징으로 하는 철도 직류급전 시스템.According to claim 2, The converter unit
A first capacitor connected between the first node and the second node,
And a second capacitor connected between the second node and the feeder line. 제2항에 있어서,
상기 레일 및 상기 제2 노드는 접지 전위인 것을 특징으로 하는 철도 직류급전 시스템.According to claim 2,
The rail and the second node is a rail DC power system, characterized in that the ground potential. 제1항에 있어서,
상기 양 변전소 사이의 구간을 n개로 구획하기 위해 상기 컨버터부는 n+1개 구비되는 것을 특징으로 하는 철도 직류급전 시스템.According to claim 1,
Rail DC power supply system, characterized in that the converter unit is provided with n + 1 to divide the section between the two substations into n. 제5항에 있어서,
상기 n+1개의 컨버터부는 양 변전소 사이에 등간격으로 구비되는 것을 특징으로 하는 철도 직류급전 시스템.The method of claim 5,
The n + 1 converter unit rail DC power supply system, characterized in that provided at equal intervals between the two substations. 제1항에 있어서,
상기 철도차량은 상기 레일 및 전차선과 전기적으로 연결되는 것을 특징으로 하는 철도 직류급전 시스템.According to claim 1,
The railroad DC power system, characterized in that the railway vehicle is electrically connected to the rail and the tram line. 제1항에 있어서,
상기 컨버터부는 Buck-Boost 컨버터를 포함하는 것을 특징으로 하는 철도 직류급전 시스템.According to claim 1,
The converter unit includes a Buck-Boost converter rail DC power supply system. 제1항에 있어서,
상기 변전소는 다이오드 정류기를 포함하는 것을 특징으로 하는 철도 직류급전 시스템.
According to claim 1,
The substation is a rail DC power system, characterized in that it comprises a diode rectifier.
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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS584640A (en) * 1981-06-29 1983-01-11 敦井　益郎 Reducer of return wire current in dc electric railway

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS584640A (en) * 1981-06-29 1983-01-11 敦井　益郎 Reducer of return wire current in dc electric railway

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