KR20210057261A - Anti-frost heating system in Rubber-tire AGT - Google Patents

Abstract

The present invention relates to a rubber wheeled light rail thawing system which configures a circuit which can form a loop in a rigid body tramline having predetermined resistance to protect a rigid body tramline system facility, which supplies electricity to a rubber wheeled light rail, from an arc due to frost or icing and obtain stability of light rail driving and which allows a thawing current having a proper level to flow so as to be effective to melt icing, wherein the rigid body tramline can endure the thawing current, thereby melting frost or icing by heating the rigid body tramline by heating due to Joule's heat. Especially, the present invention provides the thawing system which can selectively switch a serial/parallel circuit connection of the rigid body tramline and provide a variety of options about an effective thawing loop configuration suitable for a site line condition by controlling a rectifier output voltage.

Description

Anti-frost heating system in Rubber-tire AGT}

The present invention relates to a rubber wheeled light rail defrosting system, and more particularly, in a rubber wheeled light rail system having a positive (+) catenary and a negative (-) catenary, a collecting shoe and a rigid body when frost or ice is formed on the surface of a rigid catenary. The present invention relates to a rubber wheel light rail defrosting system that melts ice by generating Joule heat by flowing a large current through a rigid catenary in order to solve the occurrence of electric incomplete contact between the catenary lines and the occurrence of arcs and various problems.

In general, light rail transit (Light Rail Transit) is mainly built at a high price in order to pursue the rationality of construction costs. Rubber tired AGT (Automated Guidedway Train) systems are also usually constructed as expensive routes with 50 to 70% of them. Some are constructed as above or underground sections. One line is also built by mixing an elevated and underground line. Patent No. 10-1106038 has been proposed as a prior art for such a rubber wheeled light railroad.

The rigid catenary system that supplies electricity to the rubber wheeled light railroad is a fixed facility in which positive (+) and negative (-) catenary lines are installed up and down on the side wall. While driving by contact sliding, electricity is received from the positive (+) catenary line into the vehicle, and electricity is sent to the fixed facility side (substation) through the negative (-) catenary line.

On the other hand, in the fall to winter in Korea, when the air temperature decreases, frost or thin ice forms on the metal surface near the frost point. At this time, since frost or ice is an insulator, it causes an electrical imperfect contact state between the current collector of the rubber wheeled light railroad and the rigid transmission line.This electrical imperfect contact generates an arc (Arc, Spark) and instantaneously forms a high temperature of several thousand degrees to the current collector. B. It melts the catenary or causes thermal damage, and if this accumulates, the wear of the current collector or the catenary increases and the life of the facility is shortened.

In particular, metal structures placed in the elevated section are located 5 to 15m high from the ground, and the wind blows stronger than the ground, so there are many times where there is frost.

Rigid catenary lines used in rubber wheeled light railroads have a wider surface and flatter surface than the cottage catenary, so the contact surface with the current collector (contact shoe) is wide, and the electric circuit of a series connection between the catenary line and the current collector at two points of the anode and the cathode. Because of the constitution, the possibility of occurrence of a current collecting arc problem due to frost is twice as many as compared to a general electric railway system in which a catenary line-current collector connection point is one point.

Therefore, in the case of a third-rail type rigid catenary or a single-lined cutlery type catenary, if frost occurs in winter or icing is formed on the surface of the catenary, a knife equipped with a sharp blade is used in a current collecting device such as a pantograph or a collecting shoe of a vehicle. It runs before the first operating train and uses a mechanical scraping method.

In this case, the removal of frost/icing may be incomplete or may become frost/freeze again, and there is a possibility that damage to the surface of the tramline may occur due to excessive mechanical scratches.

In addition, when frost or icing is expected on DC tram lines of the 3rd track type used in light railroads, maintenance personnel are mobilized or by using a simple vehicle to apply an anti-icing compound or chemical substance to the surface of the catenary to respond to frost or freezing. . However, this method may degrade the performance of the electrical contact between the catenary and the current collector as the compound or chemical substance is not a good conductor, and the compound/chemical substance contaminates the vicinity of the line or adversely affects the environment. You may have to be careful.

In addition, it is disadvantageous in terms of economy and manpower operation efficiency because a large amount of maintenance manpower and operation manpower must be put in since a compound/chemical substance must be applied whenever there is a risk of frost.

Moreover, since the contact point between the catenary and the current collector occurs at two points, the anode and the cathode, the rubber wheeled light rail is twice as likely to have a current collecting arc problem due to frost compared to a general electric rail system with one contact point.

On the other hand, in the Gyeongbu high-speed railroad's continary-type high-speed AC catenary line, there is a thawing system that melts the ice on the catenary by passing a loop current to the synthetic catenary line. In this case, a closed loop is made in which the upper and lower lines are connected in series by using an ice breaker, and the electric line is melted by passing electricity for power supply thereto. In this method, the length of the closed loop is formed as long as about 50 km, and the line impedance is complicated because it is an AC power supply system, so it is difficult to form an electrical loop, and local wear conditions of the catenary must be considered, and the operation of the tensioning device. There are many points to be considered, such as the dynamic motion factor and the possibility of sudden disruption to the operation accordingly, and there are many points to be considered, and there is a tendency that it is not used well in the actual field.

In addition, in this method, when the loop length for sea ice is less than a certain length, the sea ice current cannot be applied. This is because the resistance is small, so that a large current above the rated value may flow. In this case, a large resistor must be installed, but the resistor is expensive to install, and the heat generated from the resistor is wasted, so the efficiency is inferior.

Reference: Registered Patent No. 10-1106038

Accordingly, the present invention is to solve these problems, and the present invention is a rigid body having a certain resistance to protect the rigid catenary system equipment that supplies electricity to the rubber wheeled light rail from arcs caused by frost or freezing, and to secure the safety of light rail operation. A rubber wheel light rail defrosting system that melts frost or ice by heating a rigid catenary line with heat generated by Joule heat by flowing an appropriately sized thawing current that can be handled by a rigid catenary and is effective to melt the ice after forming a circuit that can form a loop on the catenary line. Its purpose is to provide.

In particular, the present invention provides a rubber wheeled light rail defrost system capable of selectively switching the connection of a series-parallel circuit of a rigid electric line and controlling the output voltage of a rectifier to provide various options for an effective sea ice loop configuration suitable for field route conditions. It has its purpose.

The present invention in order to solve such a technical problem;

A plurality of disconnectors capable of converting the positive and negative catenary lines, which are rigid catenary lines installed on the rubber wheeled light railroad line, into a series-parallel circuit, a series-parallel control unit for controlling the disconnectors, and a three-phase half-wave power supply rectifier of the subway substation to output voltage. It provides a rubber wheel light rail defrosting system, characterized in that it comprises a half-wave rectification operation control unit capable of lowering by 0.866 times, and an image forming operation control unit capable of lowering an output voltage by 0.667 times by operating the feed rectifier in one phase.

At this time, the serial-parallel control unit of the catenary line consists of a DC circuit by collectively combining the positive and negative catenary lines of the upper ship and the positive and negative catenary lines of the lower ship, or the positive and negative catenary wires of the upper ship are composed of a series circuit, and the positive and negative catenary lines of the lower ship are also in series. It consists of, but the upper and lower ships are characterized in that serial-parallel control to constitute a parallel circuit.

In addition, the catenary line serial-parallel control unit, the half-wave rectification operation control unit, and the phase forming operation control unit are controlled by a sea ice control unit provided in a train substation.

In addition, the sea ice control unit is connected to a frost detection unit that senses frost detection information including temperature, humidity, and wind of the atmosphere in the section where the rubber wheeled light rail is installed, and the sea ice control unit is frost detection information input from the frost detection unit. Analyzing and determining the supercooled state of air, the catenary line serial-parallel control unit, the half-wave rectification operation control unit, and the phase phase operation control unit are selectively operated and stopped.

In addition, the power supply rectifier is characterized in that it is composed of a thyristor (SCR) rectifier or a PWM control rectifier to enable output voltage control.

According to the present invention, in a rubber wheeled light rail train, a sea ice current is directly flowed to a rigid catenary to effectively eliminate the arc when collecting electricity due to frost and freezing on the catenary line, which interferes with the safe operation of the train or damages the equipment, thereby generating Joule heat. The ice can be melted by generating it, and the circuit can be configured to fit various lengths of the route, and the applied sea ice voltage can be controlled according to the situation.

In particular, according to the present invention, it is possible to configure an effective sea ice system by providing various options for configuring a sea ice system even under a condition where the length of the sea ice loop is determined, as well as to configure a sea ice system for a rubber wheeled light rail without installing a large resistor. It is possible to reduce facility cost and economical light rail construction and operation.

1 is a schematic diagram of a case of connecting the upper and lower lines of the rubber wheeled light railroad defrosting system according to the present invention by a batch series circuit.
Figure 2 is a schematic diagram when connecting the upper and lower lines of the rubber wheel light rail defrost system according to the present invention in a parallel circuit.
Figure 3 is a schematic diagram of a three-phase half-wave rectification operation of the defrosting system for a rubber wheeled light rail according to the present invention.
4 is a view showing the output voltage (direct current) waveform and the magnitude of the average voltage during a three-phase full-wave and half-wave rectification operation of the rubber wheeled light rail defrost system according to the present invention.
5 is a schematic diagram of a one-phase phase forming operation of the defrosting system for a rubber wheeled light rail according to the present invention.
6 is a view showing the output voltage (direct current) waveform and the magnitude of the average voltage during a single phase phase forming operation of the rubber wheeled light railroad defrosting system according to the present invention.
7 is a table showing a distance table for configuring a sea ice loop for each vertical and parallel connection and rectifier operation method of the rubber wheeled light rail defrost system according to the present invention.
8 is a typical cross-sectional layout of a rubber wheeled light rail (AGT) system.
9 is a view showing an example of the configuration and length of a rubber wheel light rail route.
10 is a table showing typical shapes, dimensions, and DC resistance values of rigid electric lines used in KAGT light rail.

Hereinafter, the characteristics of the rubber wheeled light rail defrosting system according to the present invention may be understood by the embodiments described in detail with reference to the accompanying drawings.

Prior to this, terms or words used in the specification and claims should not be construed as being limited to their usual or dictionary meanings, and the inventors appropriately explain the concept of terms in order to explain their own invention in the best way. Based on the principle that it can be defined, it should be interpreted as a meaning and concept consistent with the technical idea of the present invention.

Therefore, the embodiments described in the present specification and the configurations shown in the drawings are only the most preferred embodiments of the present invention, and do not represent all the technical ideas of the present invention, so at the time of the present application, they can be replaced. It should be understood that there may be various equivalents and variations.

Hereinafter, with reference to the accompanying drawings, a rubber wheeled light rail defrosting system according to the present invention will be described.

1 is a schematic diagram when connecting the upper and lower lines of the rubber wheeled light railroad defrosting system according to the present invention by a collective series circuit, and FIG. 2 is a schematic diagram when connecting the upper and lower lines of the rubber wheeled light railroad defrosting system according to the present invention in a parallel circuit. , Figure 3 is a schematic diagram of a three-phase half-wave rectification operation of the melting system of the rubber wheeled light rail according to the present invention, and Figure 4 is an output voltage (direct current) waveform and It is a diagram showing the magnitude of the average voltage, and FIG. 5 is a schematic diagram of a one-phase phase forming operation of the rubber wheeled light rail train defrosting system according to the present invention, and FIG. 6 is (Direct current) is a view showing the magnitude of the waveform and the average voltage, Figure 7 is a distance table that can be configured to form a sea ice loop for each vertical and parallel connection and rectifier operation method of the rubber wheel light rail defrost system according to the present invention, and Figure 8 is a rubber wheel A typical cross-sectional layout of a light rail (AGT) system, FIG. 9 is a diagram showing an example of the configuration and length of a rubber wheeled light rail route, and FIG. 10 is a typical shape, dimension, and DC resistance value of a rigid electric train used in KAGT light rail. It is a table showing.

First of all, the present invention is a plurality of disconnectors capable of converting the anode and cathode catenary and upper and lower double-track catenary lines into a series-parallel circuit in order to enable the current loop configuration of the thawing system even when the length of the rubber wheeled light rail line is planned to be short. The output voltage is increased by 0.866 times by operating (31 to 36), the catenary line serial-parallel control unit (60) that controls the disconnectors (31 to 36), and the feed rectifier (10) of the subway substations (21, 22) by three-phase half-wave operation. By including a half-wave rectification operation control unit 40 that can be lowered, and an phase phase operation control unit 50 that can reduce the output voltage by 0.667 times by operating the feed rectifier 10 in a single phase phase, the thawing system current without installing an additional large resistor It is a system that can configure the loop to suit various route lengths.

That is, the present invention is a rubber wheeled light rail system having positive catenary lines 11 and 13 and cathode catenary lines 12 and 14 respectively, when the train is not running, the anode catenary lines 11 and 13 and the cathode catenary lines 12 and 14 A large current is passed to and melts the ice on the surfaces of the anode catenary lines (11, 13) and cathode catenary lines (12, 14) with Joule heat.

To this end, by controlling the catenary line control unit 60 to select a certain section length, the anode and cathode catenary lines 11 and 12 of the upper ship and the anode and cathode catenary lines 13 and 14 of the lower ship are collectively configured as a DC circuit, or The positive and negative catenary lines (11, 12) of the merchant ship are composed of a series circuit, and the positive and negative catenary wires (13, 14) of the lower ship are also composed in series, but the upper and lower ships are composed of parallel circuits. have.

In this case, for safety in circuits connected in series and parallel, it is preferable to further include an interlock mechanism so that simultaneous input between series and parallel circuits is impossible.

In addition, by controlling the half-wave rectification operation control unit 40, the three-phase feed rectifier 10 of the direct current subway substations 21 and 22 is made into a three-phase half-wave rectifier circuit, and the voltage of the catenary line is down and operated, or the phase loss operation control unit ( 50) to make the three-phase power supply rectifier 10 of the DC subway substations 21 and 22 into a one-phase phase open circuit, thereby reducing the voltage of the catenary line to operate.

It is preferable that the catenary line serial and parallel control unit 60, the half-wave rectification operation control unit 40, and the phase forming operation control unit 50 are controlled by the sea ice control unit 70 provided in the train substations 21 and 22, and the like. In addition, the sea ice control unit 70 is operated in conjunction with the frost detection unit 80 for sensing frost detection information including temperature, humidity, wind, etc. of the atmosphere in the section where the rubber wheeled light rail is installed.

Through this, the sea ice control unit 70 analyzes the frost detection information input from the frost detection unit 80 to determine the supercooled state of the air, so that the catenary line serial and parallel control unit 60 and the half-wave rectification operation control unit 40 and the Automatically selects and stops the phase forming operation control unit 50.

In addition, in the case of using the PWN control rectifier for the three-phase power supply rectifier 10 of the subway substation, the output voltage may be added to the option of using the half-wave rectification operation control unit 40 or the phase loss operation control unit 50, or additionally optional. It is desirable to use a control circuit that can be adjusted.

Hereinafter, each configuration of the present invention will be described in detail.

First of all, the rubber wheeled light rail (AGT) is a railroad transportation method characterized in that it is constructed inexpensively with the aim of transporting a small amount of passengers at a time but running frequently. Light rail is a lightweight means of transportation in which only 2 to 4 vehicles are connected, so the electric consumption is less than that of general railroads, so it mainly uses a rigid catenary system type called the 3rd track, and most of the voltage is DC 750V.

These rubber wheeled light rail lines have both above and below ground sections, and most of the vehicle bases are installed on the ground section. The configuration and length of these light rail lines are as shown in FIG. 9 as an example. From the perspective of the catenary sea ice system, there is no need to form a sea ice loop because ice does not occur in the underground section.

Therefore, among the light rail routes, there are cases where an elevated section or a ground section that requires a sea ice system is formed as a block section, and there are various section lengths such as a short or long section, which is a single track as well as a double track. There are cases.

At this time, for the melting of the positive and negative catenary lines (11, 13) and the cathode catenary lines (12, 14), which are rigid lines installed along the light rail line, the Joule heat heating system must be operated. For this purpose, electricity is supplied from the DC substations (21, 22). In this light rail system, the distance between DC substations is about 2.5 to 4.5 km, and the average is around 3.0 km. In the end, the length of the section in which the current loop should be formed in applying the sea ice system in the light railroad varies.

On the other hand, the catenary of the rubber wheeled light railroad is a rigid catenary, and referring to FIG. 10, it has a positive (+) catenary line (11, 13) and a negative (-) catenary line (12, 14). Since the anode catenary lines 11 and 13 and the cathode catenary lines 12 and 14 have the same material and shape, the DC electrical resistance is also the same. Since the anode catenary lines 11 and 13 and the cathode catenary lines 12 and 14 form a series circuit, the resistance of the circuit is twice that of a single catenary line.

In addition, referring to FIG. 8, the rubber wheeled light rail train has a contact point between the catenary lines 11 to 14 and the current collector T1 at two points, the anode and the cathode. It is twice as likely that an arc problem will occur.

In order to effectively thaw the catenary lines (11 to 14), a current of more than a certain size must be passed through the catenary lines (11 to 14), but it is not possible to pass more than the rated current, and it is appropriate to pass approximately 90 to 100% of the rated current. Do. Since the output voltage of the feed rectifier 10 of the train substations 21 and 22 supplying sea ice current is fixed at DC 750V, it is not easy to obtain a desired size of sea ice current in a situation where the distance between the route and the substation is determined. A resistor can be installed as a method to solve this problem, but since it is expensive and energy is wasted, in the present invention, as an effective alternative, the length of the loop for thawing is adjusted through selective switching to a series-parallel circuit, or the power supply rectifier 10 The output voltage can be controlled.

On the other hand, when the ambient temperature drops to near 0℃, frost or thin ice forms on the surface of the tram lines (11 to 14). More specifically, frost occurs below the frost point, which is a function of temperature, humidity, wind, and atmospheric pressure, and since frost or icing on the catenary lines (11 to 14) causes arcs, it must be eliminated, and thaw on the catenary lines (11 to 14). The most effective is a sea ice system that passes electric current and melts it with Joule heat.

When analyzing the routes, regions, and ambient temperatures of Korea's light railroads, it was analyzed that the freezing problem was mainly at the time of the first vehicle operation, when the air temperature was between -10 and 5℃, and the train operation was stopped for a long time and then resumed. If the train does not travel, electric current does not flow through the tram lines 11 to 14, so it is impossible to heat the tram lines 11 to 14.

When we simulate the effect of temperature rise by Joule heat by establishing a thermal equilibrium equation in the conductor by putting influencing variables such as the finance, wind speed, insolation, and sea ice time of the conductor, the electric railroad (11 ~ 14), the first train operation in the current situation of light rail in Korea If the goal is to complete the thawing within 30 minutes before, it is necessary to increase the conductor temperature by 10℃ or more with Joule heat in order to achieve effective thawing. For this, it was analyzed that the sea ice current input to the catenary lines (11 to 14) should be about 90 to 100% of the rated current of the catenary line.

In this case, since the static current of the catenary lines 11 to 14 on which the rubber wheeled light rail is operated is 1700A, flowing 90 to 100% of the rated current for effective thawing means that 1500 to 1700A must be passed.

Meanwhile, in the electric circuit theory, the magnitude of the current (I) is expressed as the product of the reciprocal of the voltage (V) and the impedance (X) as shown in the following equation (1).

------(1)

------(One)

In this case, the waveform of the voltage does not change over time in a direct current (DC) electrical system, unlike an alternating current (AC) electrical system. Therefore, as shown in the following equation (2), the line impedance (X) expressed as the complex sum of the resistance component and the reactance component becomes '0' while the resistance component (R) is effective.

------(2)

------(2)

In conclusion, it can be seen that in DC, when the voltage is determined, the current is determined only by the resistance.

Since the rubber wheeled light rail is a DC power supply system, the resistance of the catenary lines 11 to 14 has only a DC resistance component, and the resistance is determined according to the size (dimension) and material of the rigid catenary lines 11 to 14. The shape and material of the catenary lines 11 to 14 used in the rubber wheeled light railroad are as shown in FIG. 10, and the resistance thereof is 0.0248Ω/km.

The present invention uses the point that the rigid catenary lines 11 to 14 have a constant resistance value, and after constructing a circuit in which the rigid catenary lines 11 to 14 can form a loop, thawing of an appropriate size effective to melt the icing By passing an electric current, the rigid electric line (11 to 14) is heated by heat generated by Joule heat to melt frost or freezing.

In particular, assuming that the sea ice system is operated in a time when no trains travel, the configuration of the power supply system is used as it is, but the feed current does not flow if the train does not travel, so the anode and cathode catenary lines (11 to 14) when the train does not travel. It is efficient to control the disconnectors 31 to 36 that short-circuit and supply the supply voltage.

In this case, the power supply voltage of the rubber wheeled light rail is fixed at DC 750V, so the resistance must be adjusted in order to pass the sea ice current of 1500 ~ 1700A. In other words, the resistance of the sea ice loop must be adjusted to 0.5 ~ 0.44Ω. Since the unit resistance of the catenary lines (11 ~ 14) is 0.0248Ω/km, it can be seen that the length of the sea ice loop must be between 17.7km and 20.1km in order to make the sea ice loop 0.5 ~ 0.44Ω. The time required for the thawing system is almost an hour before the first train runs.

Therefore, the operation of the sea ice system can be premised on the condition that the train does not travel. Assuming this, various system configurations and adjustment of the supply voltage will be possible, and therefore, in the present invention, it is assumed that the operation is performed under a condition in which the train is not operated.

As shown in FIG. 8, the rigid electric rail system for supplying electricity to the rubber wheeled light rail is a fixed facility in which positive and negative catenary lines 11 and 13 and 12 and 14 are installed side-by-side up and down on a side wall. The current collector (collecting shoe) T1 installed in the vehicle T receives electricity from the anode catenary lines 11 and 13 while driving by contact sliding the rigid catenary lines 11 to 14, and the cathode catenary line 12, 14), the electricity is sent to the fixed facilities (to the substation).

Therefore, since the anode catenary lines 11 and 13 and the cathode catenary lines 12 and 14 are electrically connected in series, when considering the feeding distance (meaning the electric supply distance from any point to a certain point), the anode catenary lines 11 and 13 ) Or as much as the distance of the cathode catenary lines 12 and 14, but doubles in terms of electrical resistance.

For example, if the feeding distance (or train operating distance) is 10 km, the catenary lines 11 to 14 are 20 km, and the total electrical resistance is 0.0248Ω/km ㅧ20km = 0.496Ω. This is a calculation only for merchant ships (11, 12) or disembarkation (13, 14), and if, as in Fig. 1, the positive and negative poles (11, 12) for merchant ships and the positive and negative poles (13, 14) for disembarkation are If connected directly, the electrical resistance is 0.0248Ω/km ㅧ40km = 0.992Ω.

Focusing on the above calculation, an option to connect the top and bottom lines in the sea ice loop in series is devised. In the subway substations (21,22), it is recommended to install a plurality of disconnectors (31 to 36) that can connect the anode and cathode catenary lines (11,12) for commercial ships and the anode and cathode catenary lines (13,14) for offshore ships in series or parallel. Because it is easy, in general, as shown in FIG. 2, the anode and cathode catenary lines 11 and 12 for commercial ships and the anode and cathode catenary lines 11 and 12 for commercial ships are connected in parallel by connecting the anode and cathode catenary lines 11 and 12 and the anode and cathode catenary lines 13 and 14 for an offshore ship in parallel. A method of separately configuring the melting loops of the anode and cathode catenary lines 13 and 14 for unloading ships is selected, but when it is difficult to lengthen the length of the thawing loops, as shown in FIG. It provides an option to shorten the length of the sea ice loop by connecting both the anode and cathode catenary lines 13 and 14 in series.

To this end, the present invention provides positive and negative catenary lines 11 and 12 for commercial ships and anode and cathodic catenary lines for disembarkation so that the upper and lower double-track catenary lines 11 to 14, which are rigid catenary lines, can be converted into a series-parallel circuit as shown in Figs. A plurality of disconnectors 31 to 36 capable of converting (13, 14) into a series-parallel circuit, and a catenary line serial-parallel control unit 60 for controlling the disconnectors 31 to 36 are included.

At this time, the disconnectors 31 to 36 and the catenary line serial-parallel control unit 60 are located in the subway substations 21 and 22. In more detail, one side of the anode and cathode catenary lines 11 and 12 for the merchant ship and the anode and cathode catenary lines 13 and 14 for disembarkation ships is located at one side of the subway substation 21, and the other side of the train substation 22 is located. A plurality of first to sixth disconnectors (DS1 to DS6) are controlled by the catenary line serial-parallel control unit 60 to connect the anode and cathode catenary lines 11 and 12 for the commercial ship and the anode and cathode catenary lines 13 and 14 for the down ship in series. Or connect in parallel. In this case, the first to third disconnectors 31, 32, and 33 are provided in the subway substation 21, and the fourth to sixth disconnectors 34, 35, and 36 are provided in the subway substation 22.

According to this configuration, the catenary line serial-parallel control unit 60 controls the first to sixth disconnectors 31 to 36 located at the subway substations 21 and 22, and as shown in FIG. 1, the anode and cathode catenary lines 11, 12) and the anode and cathode catenary lines 13 and 14 for disembarkation are connected in series, or the anode and cathode catenary lines 11 and 12 for commercial ships and the anode and cathode catenary lines 13 and 14 for disembarkation are connected in parallel as shown in FIG. 2.

In this case, by controlling the disconnectors (31 ~ 36), it serves to collectively control the sea ice loop circuit according to the selection of whether to make the upper and lower lines in series or the upper and lower lines in parallel. The configuration is further provided with a mechanism for essentially blocking, that is, an interlocking circuit.

On the other hand, such a catenary line serial and parallel control unit 60 alone is insufficient in a sea ice loop configuration. As shown in the calculation results of Fig. 7, when all are connected in series, the minimum sea ice loop is still 4.85 km, and considering that the average spacing of the light rail substation is 3.0 km, there are many places where the sea ice loop must be formed at a distance smaller than this. Because there is.

After all, in order to form a sea ice loop in a shorter section, the output voltage of the power supply rectifier 10 of the subway substations 21 and 22 must be lowered and adjusted. AC) A three-phase power supply is rectified by a three-phase full wave with the power supply rectifier 10, and converted into direct current (DC) 750V to supply power to the power supply system. Currently, in the power supply rectifier 10, the output voltage 750V is fixed, and there is no circuit for adjusting the voltage. However, the power supply rectifier 10 is a thyristor (SCR) rectifier or a PWM control rectifier and can control the output voltage through gate control.

Accordingly, the present invention further includes a half-wave rectification operation control unit 40 capable of reducing the output voltage by 0.866 times by operating the three-phase half-wave power supply rectifier 10 of the subway substations 21 and 22. Referring to FIG. 3, the half-wave rectification operation control unit 40 controls the thyristors D4, D5, and D6 of the power supply rectifier 10 so that they do not continue to conduct even while the constant voltage and reverse voltage waveforms are applied. ) The rectifier circuit can be made into a three-phase half wave rectification. When the three-phase half-wave rectification is performed by controlling the feed rectifier 10, the output voltage is reduced by 0.866 times compared to the three-phase full-wave rectification in terms of DC average voltage as shown in FIG. 4.

In addition, the present invention further includes a phase forming operation control unit 50 capable of lowering an output voltage by 0.667 times by operating the power supply rectifier 10 in a single phase phase forming operation. Referring to FIG. 5, the phase forming operation control unit 50 controls the thyristor (D3, D6) hanging on the T phase of the three-phase input voltage so that it does not continue to conduct even while the positive and reverse voltage waveforms are applied, so that the three-phase full-wave rectifier circuit Can be made into a 1 phase no phase circuit. When 1-phase phase-loss operation is performed, the output voltage in terms of DC average voltage decreases by 0.667 times compared to 3-phase full-wave rectification as shown in Fig.6, and when 1-phase phase-loss operation is performed together during 3-phase half-wave rectification, compared to 3-phase full-wave rectification It is down 0.577 times.

When the power supply rectifier 10 of the subway substations 21 and 22 is operated in 3-phase half-wave or 1-phase phase loss, the DC waveform of the output voltage is distorted and the AC component increases compared to 3-phase full-wave rectification. It is not a supply situation, it is a power source for the sea ice system, and because it is a power source for generating Joule heat, sea ice operation is possible. 1-phase phase loss operation is to phase out one phase (mostly select T phase) among the input three phase power (R phase, S phase, T phase) of the power supply rectifier 10, and T phase phase loss is the T phase input power. This open effect can be obtained by preventing conduction of the thyristor connected to the T phase of the power supply rectifier 10.

The above description is merely illustrative of the technical idea of the present invention, and those of ordinary skill in the technical field to which the present invention pertains are capable of various modifications and variations without departing from the essential characteristics of the present invention. The scope of protection should be interpreted by the claims below, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present invention.

10: feed rectifier 11 to 14: catenary
21,22: subway substation 31 ~ 36: disconnector
40: half-wave rectification operation control unit 50: phase loss operation control unit
60: catenary serial and parallel control unit 70: sea ice control unit
80: frost detection unit D1 to D6: thyristor
T: Vehicle T1: Current collector

Claims (5)

The output voltage by operating a three-phase half-wave of a plurality of disconnectors capable of converting positive and negative catenary lines, which are rigid catenary lines installed on a rubber wheeled light railroad route into a series-parallel circuit, a catenary line serial-parallel control unit controlling the disconnectors, and a feed rectifier of a subway substation. And a half-wave rectification operation control unit capable of lowering the power supply rectifier by 0.866 times, and an image forming operation control unit capable of reducing an output voltage by 0.667 times by operating the feed rectifier in one phase.
The method of claim 1,
The catenary line serial-parallel control unit combines the positive and negative catenary lines of the upper ship and the positive and negative catenary lines of the lower ship into a DC circuit, or the positive and negative catenary wires of the upper ship are composed of a series circuit, and the positive and negative catenary lines of the lower ship are also composed in series However, a rubber wheel light rail defrosting system, characterized in that the upper and lower ships are controlled in series and parallel so as to constitute a parallel circuit.
The method of claim 1,
The catenary line serial and parallel control unit, the half-wave rectification operation control unit, and the phase forming operation control unit are controlled by a sea ice control unit provided in a train substation.
The method of claim 1,
The sea ice control unit is connected with a frost detection unit that senses frost detection information including temperature, humidity, and wind of the atmosphere in the section where the rubber wheel light rail is installed,
The sea ice control unit analyzes the frost detection information input from the frost detection unit, determines the supercooled state of the air, and selects and stops the catenary line serial and parallel control unit, the half-wave rectification operation control unit, and the phase loss operation control unit. Light rail thawing system.
The method of claim 1,
The power supply rectifier is a rubber wheel light rail defrosting system, characterized in that consisting of a thyristor (SCR) rectifier or a PWM control rectifier to enable output voltage control.

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