TW202119053A - A pantograph measuring device - Google Patents

Abstract

The present invention relates to a pantograph inspection device and, more particularly, to a pantograph inspection device which enables electricity to be harvested through a magnetic field and an electric field due to an electric current supplied to a pantograph and enables power to be stored in a rechargeable battery, whereby the power is used as power of an inspection unit for inspecting the pantograph. Accordingly, the present invention can prevent a safety accident from occurring at the time of replacing a discharged battery as well as can reduce maintenance costs. The present invention for achieving the above-mentioned purpose comprises: an inspection unit installed on a pantograph of a railway vehicle to inspect the state of the pantograph; a power supply unit for supplying power to the inspection unit; and a harvester unit provided in the pantograph to collect electrical energy from the pantograph and supply the collected electrical energy to the power supply unit.

Description

Pantograph detection device

The present invention relates to a pantograph detection device, and more specifically, to a pantograph detection device that collects electricity by the magnetic field and electric field generated by the current supplied to the pantograph, and stores the power in a rechargeable battery to store it Used as a power source for the detection part of the pantograph, it can not only save maintenance costs, but also prevent safety accidents when replacing discharged batteries.

In railways, due to physical contact, the pantograph and its upper trolley wire are worn and deteriorated. If an impact or arc occurs during operation, it will be locally damaged, making the degree of deterioration uneven. The pantograph can easily grasp the damaged part with the naked eye when the vehicle enters the maintenance warehouse and inspects, but in the case of the tram line, it is too long and located on the upper part, so it is difficult to inspect.

Therefore, in the past, a device for detecting impact and the like was installed on the upper part of a special purpose detection vehicle, and when an abnormality occurs between the pantograph and the tram line, it is possible to grasp the location and extent of the abnormality. However, in this case, if the inspection vehicle is used, the inspection is performed intermittently according to the inspection cycle, and there is a disadvantage that the problem cannot be found immediately.

Also, in the case of using a detection vehicle, although you can know that the tram However, it has the disadvantage that the state of the pantograph installed on the upper part of each commercial vehicle running on the line cannot be confirmed.

Recently, a method has been developed to additionally install a detection device on ordinary commercial vehicles to detect the status of the tram line and pantograph in real time. Among them, the impact detection device installed on the pantograph can directly install the sensor on the collector shoe. Therefore, It has the advantage of being able to detect abnormalities with high sensitivity, but because the pantograph is in a high-voltage environment of 25kV, when an additional device is installed, it has the disadvantage of not being able to use an external power supply to maintain insulation. Therefore, existing devices use large-capacity batteries to maintain insulation and supply power to the detection device.

However, the space for installing a large-capacity battery on the pantograph is small. In order not to hinder the aerodynamic characteristics of railway vehicles, the size of the battery can only be limited, and the detection system has the characteristics of high power consumption such as wireless communication with the outside. Therefore, the battery replacement cycle is as short as a few months.

Moreover, when replacing the battery, it is necessary to cut off the power of the high-voltage line and allow the staff to go to the top of the vehicle to operate. Therefore, not only the cost is high, but there is also the risk of safety accidents. Although it is proposed to use solar power generation devices or wind power generation The device is used as an auxiliary means of battery power, but it only prolongs the use time of the battery, and does not fundamentally solve the problem that the battery needs to be replaced for maintenance.

As a result, due to frequent battery replacement, and due to safety and maintenance, it is only applicable to some vehicles and cannot be applied to all vehicles in operation.

Prior art literature

Patent literature

Korean Published Patent 10-2017-0025757

The present invention is proposed to solve the above-mentioned problems. The object of the present invention is to provide a pantograph detection device, including: a detection part for detecting the state of the pantograph in real time; a power supply part for supplying power to the detection part; and a collection part , Located in the pantograph, collect electricity by the magnetic field and electric field generated by the electric current supplied from the tram line, process the collected electricity and supply it to the power supply unit, to charge and use the rechargeable battery installed in the power supply unit , Until the end of the life of the rechargeable battery, there is no need to replace it, so maintenance costs can be reduced, and the replacement cycle of the rechargeable battery can be extended for a long time, thereby reducing the safety accidents caused by the staff during manual work.

The present invention for solving the above-mentioned problems is characterized by comprising: a detection unit for detecting the state of the pantograph provided on a railway vehicle; a power supply unit for supplying power to the detection unit; and a collection unit, Located in the pantograph, electric energy is collected from the pantograph and supplied to the power supply unit.

Wherein, the collection part is composed of a magnetic field collector provided on a bus bar of the pantograph, and the magnetic field collector includes a core located outside the bus bar; and a coil wound around the core.

In addition, the present invention is characterized in that the above-mentioned coils are respectively wound around the upper and lower half of the core.

At this time, the present invention is characterized in that the power supply section further includes a core stabilization circuit for reducing the saturation of the core, and the core stabilization circuit includes a resistor connected in parallel with the output section of the magnetic field collector; and a first switch , Connected in series with the above-mentioned resistor; and a second switch, connected in series with the output part of the above-mentioned magnetic field collector.

Moreover, the present invention is characterized in that the magnetic field collector further includes: a multi-tap connected to the coil according to the interval, and the turns ratio of the coil is adjusted by a controller; and a capacitor connected in parallel with both ends of the coil, Used to compensate the magnetizing inductance of the coil.

Among them, the present invention is characterized in that the above-mentioned multi-tap has a plurality of selection switches that perform switching operations according to the control of the controller, and selects one of the plurality of taps connected to the coil in accordance with the section.

In addition, the present invention is characterized in that the collecting portion is an electric field collector that utilizes an electric field formed in the pantograph, and the electric field collector is formed by installing a plate-shaped plate between the current collector plate of the pantograph and the roof of the railway vehicle. The conductor part is formed.

Furthermore, the present invention is characterized in that the power supply unit includes a rectifier for rectifying the electricity generated in the collection unit, and a converter for converting the electricity rectified by the rectifier into a voltage corresponding to the detection unit.

Among them, the present invention is characterized in that the above-mentioned power supply unit further includes a rechargeable battery for storing the power rectified by the rectifier.

According to the present invention with the above structure, the present invention includes: a detection section, It is used to detect the state of the pantograph in real time; the power supply unit is used to supply power to the above-mentioned detection unit; and the collection unit is located in the pantograph, which collects electricity through the magnetic field and electric field generated by the electric current supplied from the trolley line, and controls the collected electricity. Process and supply the power supply unit to charge and use the rechargeable battery installed in the power supply unit. It does not need to be replaced until the life of the rechargeable battery is over. This has the effect of reducing maintenance costs and reducing the cost of the rechargeable battery. The replacement cycle is extended for a long time, and the safety accidents that occur when the staff are engaged in manual work are reduced.

100‧‧‧Magnetic field collector

110‧‧‧Core

120‧‧‧Coil

130‧‧‧Multi-tap

140‧‧‧controller

150‧‧‧Capacitor

310‧‧‧Car roof

320‧‧‧Insulator

330‧‧‧Pantograph

340‧‧‧Wire

400‧‧‧Testing Department

410‧‧‧Sensor

500‧‧‧Collection Department

510‧‧‧Electric Field Collector

600‧‧‧Power Department

610‧‧‧rectifier

620‧‧‧Super capacitor

630‧‧‧Converter

640‧‧‧Rechargeable battery

650‧‧‧Charging device

660‧‧‧Micro Control Unit (MCU)

670‧‧‧Core stabilization circuit

700‧‧‧Server

L‧‧‧Bus Bar

Fig. 1 is a conceptual diagram of the pantograph detection device of the present invention.

Fig. 2 is a block diagram of the pantograph detection device of the present invention.

Fig. 3 is a conceptual diagram of the electric field collector of the pantograph detection device of the present invention.

Fig. 4 is a conceptual diagram of the magnetic field collector of the pantograph detection device of the present invention.

Fig. 5 is a diagram showing an output voltage measuring device when the core of the pantograph detection device of the present invention is in a saturated state.

Fig. 6 is a graph showing the trend of the output voltage according to the load resistance of the collecting part of the pantograph detection device of the present invention.

Fig. 7 is a conceptual diagram of a magnetic field collector of a pantograph detection device according to another embodiment of the present invention.

Fig. 8 is an equivalent circuit of the magnetic field collector of the embodiment of Fig. 7.

Fig. 9 is a simplified equivalent circuit of the magnetic field collector of the embodiment of Fig. 7.

Fig. 10 is a diagram showing a case where the magnetic field collector of the embodiment of Fig. 7 is used in a power simulation Structured circuit diagram.

11 to 14 are graphs showing power simulation of the magnetic field collector of the embodiment of FIG. 7.

Fig. 15 is a minimalist equivalent circuit of the magnetic field collector of the embodiment of Fig. 7.

Fig. 16 is a structural diagram of a conventional magnetic field combiner for general collection.

Fig. 17 is an equivalent circuit diagram of the magnetic field combiner for collection shown in Fig. 16.

FIG. 18 is an exemplary diagram for explaining the electric power collection of the electric field collector of the pantograph detection device of the present invention.

Fig. 19 is a diagram illustrating an example of the equivalent circuit of Fig. 18.

Fig. 20 is a diagram illustrating an example in which a power supply unit and a load are added to the equivalent circuit of Fig. 19.

21 is a diagram showing the state of the end of the bus bar of the pantograph detection device of the present invention.

Hereinafter, the preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings. The same reference numerals are used for the same structural elements in the drawings, and the repeated description will be omitted for the same structural elements. Furthermore, it should be understood that the present invention can be implemented in a number of different forms and is not limited to the described embodiments.

The present invention relates to a pantograph detection device, as shown in Figures 1 to 21, its structure includes: a detection unit 400, a pantograph 330 installed on a railway vehicle, for detecting the state of the pantograph 330; a power supply unit 600, The power is supplied to the detection unit 400; and the collection unit 500, which is located in the pantograph 330, collects electric energy from the pantograph 330 and supplies it to the power supply unit 600.

Among them, as shown in FIG. 1, the detection unit 400 and the power supply unit 600 may be located inside the same box. Although not shown, a separate box may be prepared and installed according to the installation environment.

In addition, the pantograph 330 transmits electric power to the railway vehicle by contacting the current collector plate 332 with the overhead wire 340, and the pantograph 330 is insulated from the roof 310 of the railway vehicle through an insulator 320 located at the lower part of the pantograph 330. The detection unit includes: The sensor 410 is arranged in each part of the pantograph 330; the communication module 402 receives the measurement value from the sensor 410 and sends the measurement information to the remote server 700; and the micro control unit 404 (MCU, micro control unit) ), used to control each structure.

The aforementioned sensor 410 detects the state of the pantograph 330, and the aforementioned sensor 410 includes: an acceleration sensor for detecting the impact of the pantograph 330; a global positioning system (GPS) sensor for grasping the railway vehicle The geographical location of the; infrared image sensor and flash memory module, used to capture the image when the impact occurs; and the gyro sensor, which is connected to the collector shoe of the pantograph 330 to obtain information, etc., the above-mentioned sensor 410 receives power from the above-mentioned power supply unit 600 and operates.

At this time, the sensor 410 is composed of a plurality of devices as described above. As shown in FIG. 1, the acceleration sensor and the gyro sensor for detecting impact can be arranged in the lower part of the collector plate 332. The positioning system sensor or the image sensor is arranged inside the box, and is arranged in an appropriate position according to the characteristics of each device.

Moreover, in the present invention, the collecting part 500 collects electric energy through the magnetic field or electric field formed around the pantograph 330 that receives electric power from the overhead line 340, and supplies power to the detecting part 400 through the power supply part 600, without the need for an additional battery. Dimension reduction It can also prevent safety accidents caused by manual work performed by workers to replace discharged batteries.

Moreover, the above-mentioned collecting part 500 may be formed of one of a magnetic field collector 100 that collects electric energy from a magnetic field formed around the pantograph 330 or an electric field collector 510 that collects electric energy from an electric field formed around the pantograph 330, or two .

Wherein, as shown in FIG. 1, the magnetic field collector 100 is arranged on the bus bar L, and the bus bar L collects the current collected by the collector plate 332 of the pantograph 330 and transmits it to the main circuit breaker and main transformer of the railway vehicle. As shown in FIG. 4, the magnetic field collector 100 includes: a core 110 located outside the bus bar L; and a coil 120 wound around the core 110.

At this time, the magnetic field collector 100 is fixed to the bus bar L by an additional clamp. When the current flows through the bus bar L, the magnetic field collector 100 collects the magnetic energy formed on the outside and supplies it to the power supply unit 600.

In addition, the above-mentioned coil 120 is respectively wound around the upper and lower half of the core 110, and there is no coil winding on both sides.

Among them, as shown in FIG. 21, the ends of the above-mentioned bus bar L are formed by pressing a circular tube, and the left and right sides are larger than the diameter of the bus bar L. Therefore, when the magnetic field collector 100 is inserted into the bus bar L, the bus bar can be made The end of L is inserted into the portion where the coil 120 is not wound, so that the magnetic field collector 100 is easily inserted into the bus bar L.

At this time, the structure of winding the above-mentioned coil 120 only on the upper and lower parts of the core 110 can minimize the inner diameter of the core 110, shorten the magnetic path length of the core 110, and form a stronger core 110. Magnetic field, thereby more Conducive to collection.

Furthermore, the power supply unit 600 converts and stores the power received from the collection unit 500 to supply it to the detection unit 400. The power supply unit 600 includes a rectifier 610 for rectifying the current received from the collection unit 500; The device 630 converts the voltage into a voltage corresponding to the above-mentioned detection unit 400; and the micro-control unit 660 is used to control each structure.

At this time, in the case of the magnetic field collector 100 described above, unlike the electric field collector 510 with a certain pressure, the current will have fluidity according to the load of the railway vehicle, and the collected energy will change with time. Therefore, a rechargeable battery 640 that stores the remaining energy and can supply it when it is insufficient is required.

Therefore, in addition to the rectifier 610 and the inverter 630, the power supply unit 600 connected to the magnetic field collector 100 also includes a rechargeable battery 640 for storing the power rectified by the rectifier 610 and a control unit for controlling the rechargeable battery 640. Charging device 650 for charging.

In addition, as another embodiment of the present invention, the magnetic field collector 100 may further be provided with a super capacitor 620, and the super capacitor 620 is provided between the rechargeable battery 640 and the rectifier 610 to play a buffering role.

In addition, the power supply unit 600 also has a core stabilization circuit 670 for reducing the saturation of the core 110. As shown in FIG. 5, when the core of the magnetic field collector 100 is in a saturated state, a high maximum value is formed according to the hysteresis curve. The output voltage therefore needs to protect the circuit of the power supply unit and reduce the saturation of the core 110 to maintain stability.

However, if the output terminal of the magnetic field collector 100 is connected to a resistor Then, if the current flows, the saturation of the core 110 will be reduced, the voltage waveform will become a sinusoidal waveform, and the maximum voltage will decrease.

Thus, as shown in FIG. 6, the core stabilization circuit 670 includes: a resistor 672, which is connected in parallel with the output part of the magnetic field collector 100; a first switch 674, which is connected in series with the resistor 672; and a second switch 676, and The output parts of the above-mentioned magnetic field collector 100 are connected in series.

Moreover, as shown in FIG. 4, in the above-mentioned core stabilization circuit 670, when the rechargeable battery 640 is in a fully charged state or an uncharged state, the magnetic field collector can be cut off by turning on the first switch 674 and the second switch 676. When the power supplied by the magnetic field collector 100 needs to be charged, the output terminal of the magnetic field collector 100 can be connected to the power supply unit 600 by turning on the first switch 674 and turning off the second switch 676.

Among them, the resistor 672 connected to the first switch 674 is a device for stabilizing the core 110 when the power supply unit 600 starts charging. When the second switch 676 is in the on state, the first switch 674 is turned off to make the current flow in In a short period of time (0.1 to 0.5 seconds), it flows toward the resistor 672 to reduce the saturation of the magnetic flux of the core 110.

At this time, if the saturation of the core 110 decreases, the second switch 676 is turned off to connect the output terminal of the magnetic field collector 100 to the rectifier 610, and then the first switch 674 is turned on to eliminate the unnecessary connection to the resistor 672. Power consumption.

The actions described above can be explained in Table 1 below.

In addition, the method of charging the power supply of the power supply unit 600 is constituted by a method of maximizing the collected power. Since the magnetic field collector 100 collects the maximum power at the time (voltage) when the saturation of the core 110 starts, the power supply unit 600 has The control unit 660 detects the output voltage and current of the magnetic field collector 100 to find the charging current that maximizes the power. Here, the maximum power point tracking (MPPT) control method proposed in the past can be used.

At this time, in the magnetic field collector 100 described above, if the structural design of the core 110 and the coil 120 is determined, the output voltage that saturates the core 110 can be determined. Therefore, the output voltage of the magnetic field collector 100 can also be maintained within a predetermined range. The internal voltage regulation (Voltage Regulation) control method is used as an alternative.

However, since the optimal voltage value varies according to the capacity and structure of the magnetic field collector 100 used (the cross-sectional area of the core 110, the number of turns), the above method can only be used when the optimal voltage value is known.

Moreover, as shown in FIG. 7, in another embodiment of the present invention, the above-mentioned magnetic field collector 100 includes: a core 110 located on the outer side L of the bus bar; a coil 120 wound In the above-mentioned core 110; a multiple tap 130 (multiple tap), with a plurality of selection switches SW that perform switching operations according to the control of the controller 140, to select one of the plurality of taps 131 connected to the coil 120 according to the interval; And a capacitor 150 is connected in parallel with both ends of the coil 120 to compensate the magnetizing inductance of the coil 120.

At this time, the selection switch SW of the multi-tap 130 may be in an on/off state according to the switching signal of the above-mentioned controller 140, thereby adjusting the turns ratio of the coil 120.

Wherein, the multi-tap 130 is composed of a plurality of selection switches SW separately connected to the plurality of taps 131. When a specific selection switch (e.g., SW2) is in the on state according to the switching signal of the controller 140, other selection switches (e.g., , SW1, SW3) are in an off state, and the power supply unit 600 supplies power to the detection unit 400 as a load according to the power supplied to the power supply unit 600 according to the connection of a specific selection switch (for example, SW2).

More specifically, the present invention has a structure in which the multi-tap 130 is connected to the controller 140 for adjusting the coil turns ratio of the structure using the core 110 and the coil 120.

Moreover, in the present invention, a capacitor 150 for compensating the magnetizing inductance of the coil 120 is provided at both ends of the coil 120 to transmit the maximum power.

That is, conventionally, as shown in FIGS. 16 and 17, the coil 3 is wound around the magnetic core 2 surrounding the power line 1, thereby supplying electric power to the power conversion device 4 connected to the load.

In addition, in the design method of such an existing magnetic field combiner, In order to obtain the desired current and power, set the current ratio, and in order to make the designed maximum magnetic flux density not exceed the saturation magnetic flux of the selected core 2, the area and air gap of the core 2 are set by the following formula 1.

In this case, L _m is the magnetizing inductance, I _m is the current flowing magnetizing inductance, A _C is a cross-sectional area of the core.

Therefore, when designing the magnetic field combiner, _{the area of the core 2 and the magnetizing inductance L m} are set so that the maximum magnetic flux density B _max does not exceed the saturation magnetic flux of the core 2 based _{on the maximum input current I in that can flow from the primary side.} .

2, the magnetic field in such a conventional binding device, the transfer to the load R _L by calculating an equivalent circuit of the power P _L as follows.

However, in the present invention, as described above, if the capacitor 150 is provided for compensation in the above equation 2 by providing the capacitor 150, the term of the magnetizing inductance L _m is removed, and higher power can be transmitted.

As described above, the present invention can use a plurality of switches SW in the controller 140 to set the desired tap 131 so that the combiner 100 can actively work.

In addition, in the present invention, as shown in the equivalent circuit model of FIG. 8, the secondary side coil 120 can be divided into two sub-coils. As the controller 140 controls the selector switch SW to selectively connect the taps 131, The value of the number of turns N _{1 of the} secondary coil 120 will be different. This structure is a feature of the secondary side coil 120 divided into two. If we look at the secondary side coil 120 alone, it is similar to an autotransformer in which one coil is used separately. In fact, the same is true. For example, in an autotransformer, the current flowing to the secondary side undergoes a transformation (transformation) to transmit to the load. The simplified equivalent circuit model for this is shown in Figure 9.

Among them, the capacitor 150 in FIG. 8 (=1/(ω ² ×L _m ×N ² ), resonance conditions are applied) compensate the magnetizing inductance L _m value shown on the secondary side to effectively eliminate LC, and the flow direction The current on the secondary side is converted in proportion to the number of turns N of all the coils 120 on the secondary side. Then, the divided sub-coils on the secondary side respectively perform the work of the transformer, which is expressed in the manner shown in FIG. 9.

Moreover, FIG. 10 is a circuit structure used for power simulation related to the present invention. When the simulation is performed through it, the existing structure, the proposed structure, and the simplified model of the proposed structure are compared. _{Input the magnetizing inductance L m} in the proposed structure into the transformer project.

The simulation results are shown in Figs. 11-14. In this case, N is a whole number of turns of the secondary side coil 120, with the number of turns N ₁ when the controller 140 controls the selecting switch SW to select the tap 131 to vary the secondary side coil 120.

Wherein, Fig. 11 is a simulation curve diagram when "N=100" and "N ₁ =30", the red line represents the existing structure, the blue line represents the structure proposed by the present invention, and the green line represents the simplified structure waveform. At the same time, part (a) is a graph of load voltage, and part (b) is a graph of load power. Under the same conditions, Figure 12 is _{the simulation curve diagram when "N=100" and "N 1} =50", Figure 13 is the simulation curve diagram when "N=100" and "N ₁ =70", and Figure 14 is Simulation curve graph when "N=100" and "N _{1 =99".}

According to the simulation results, it can be seen that the power transferred from the structure proposed by the present invention to the load is much higher than that of the existing structure. At the same time, although the structure proposed by the present invention and the simplified equivalent structure exhibit the same characteristics in a steady-state after a period of time, they initially show different forms. The reason is that there are capacitors and inductances in the actual structure and there are time constants, so it takes a certain time to reach a stable state.

In this case, if the tap 131 to select ON / OFF switch SW is controlled by selecting and adjusting the controller 140 selectively turns N ₁ value of the secondary side coil 120, the smaller the value of having a number of turns N _1, the The higher the power collected. This is because the primary side current is transmitted to the secondary side at a ratio of _{N/N 1 in FIG. 9, and the smaller the value of the number of turns N 1 of the} secondary side coil 120 is, the larger the transmitted current is. That is, the structure of the present invention operates on the principle of receiving a part of the main current flowing through the bus bar L and increasing the amplitude to the required level. In this process, more power can be delivered to the secondary side. Thus, even if the current of the bus bar L is small, it is possible to obtain large power _{by adjusting the number of turns N 1 of the secondary side coil.}

Moreover, as shown in FIG. 15, the equivalent circuit of FIG. 9 can be shown more simply. Divided by the number of turns of the secondary side coil L from the input to the current bus bar and the power conversion apparatus 120 is transmitted to the load R _L N ₁ to obtain the current. If the above equivalent model is considered, it is possible to adjust the number of turns N _{1 of the} secondary side coil 120 in an existing transformer with a tap 131 to achieve the above form, but it is actually difficult to obtain the ideal form as shown in FIG. 15 using the existing method. . The reason is that, for example, even if _{the capacitor for compensating the magnetizing inductance L m} shown in FIG. 2 is connected, if the value of the number of turns N of the coil is _{changed, the value of the magnetizing inductance L m} also changes. To change the magnetizing inductance L _m , it is also necessary to change the capacitor.

Therefore, as shown in FIG. 7, even if the controller 140 and the selection switch SW are also provided in the existing ordinary magnetic coupling, there is still the complexity of adding a corresponding capacitor 150 to each selection switch SW.

On the contrary, in the method proposed by the present invention, the magnetizing inductance L _{m of} all the coils can be compensated by one capacitor 150. Even if the value of the number of turns N _{1 of the} secondary side coil 120 changes, it can have an ideal value as shown in FIG. 15 Morphological structure.

_{In addition, in the prior art, if the number of turns N 1 of the} secondary side coil 120 is reduced when the main current of the bus bar is low, in the actual coil, the current flows only in the selected coil turns. This is due to the physical It weakens the magnetic field during the combination with the bus bar, increases the leakage inductance, and has the possibility of greatly reducing the power transmission efficiency. Because the weakening of the magnetization inductance requires a large compensation capacitor, the system becomes complicated and difficult to implement. On the contrary, in the present invention, even if _{the value of the number of turns N 1} of the secondary side coil 120 is lowered due to the low main current of the bus bar L, the current will flow in all the secondary side coils 120 to 1: The ratio of N is converted, and it is converted to a high current through a coil separated on the secondary side, so there is no problem.

At the same time, referring to FIG. 7, the controller 140 of the present invention monitors the power delivered to the load 170. When the power is insufficient, the number of turns N _{1 of the} secondary coil 120 is adjusted to be low, and when the power is high, the secondary coil 120 is turned down. If the number of turns N _{1 of the} bus bar L is increased, even if the current of the bus bar L changes, it can be actively controlled to supply power stably.

That is, because the amplitude of the primary side current of the railway vehicle is very large, the above-mentioned embodiment can be adjusted in real time when the primary side current cannot be predicted. The winding ratio of the coil is used to adjust the voltage output from the collecting unit 500.

For example, in the low primary side current level, the voltage of the collecting part 500 is too low and the circuit of the power supply part 600 used for charging cannot work normally. Therefore, in this case, the number of turns of the coil can be increased. A high output voltage can be obtained at a low primary current. Conversely, when the primary current is large, the output voltage can be reduced by adjusting the turns ratio in order to obtain an appropriate output voltage.

And, in the case of charging disconnection without charging, the circuit can be protected by lowering the output voltage.

Furthermore, as shown in FIG. 3, the electric field collector 510 collects electric energy through the electric field formed in the pantograph 330, and the electric field collector 510 passes between the collector plate 320 of the pantograph 330 and the roof 310 of the railway vehicle. It is formed by providing a conductor part in the form of a board.

That is, the electric field collector 510 uses the high potential difference between the pantograph 330 and the overhead wire 340 and the roof 310 of the vehicle.

For example, consider an additional conductor (conductor part) electrically separated from the pantograph 330 and the roof 310 of a railway vehicle. The closer the conductor is to the pantograph 330 (high voltage part), the higher the potential, and the farther the pantograph 330 is, the more the point is. low.

Among them, because the distance between the pantograph 330 and the roof 310 of the railway vehicle is narrow (approximately 40 cm or less), the potential change according to the distance, that is, the electric field is very strong. Therefore, even if there is only a slight distance between the conductor and the pantograph 330, It can generate a large potential difference with the pantograph 330, so that the conductor can easily accumulate electric energy.

At this time, as described above, the electric field collector 510 includes: a conductor part (Not shown), it is in the shape of a plate and generates electricity through the action of an electric field. The electric field is generated around the pantograph 330 by a current flowing in the pantograph 330; and a transformer (not shown) for adjusting the conductor portion The voltage ratio.

Thus, the collection unit 500 can generate electricity by the magnetic field generated around the pantograph 330 and supply power to the detection unit 400 even without using an additional power source.

In addition, the method of collecting electric power by the above-mentioned electric field collector 510 will be described. As shown in FIG. 18, the capacitance formed in the electric field energy can be used for equivalent explanation. A conductor part (conductor plate) having a plate shape will generate C2-1, C2-2, and C3 in addition to the existing capacitors C1-1 and C1-2.

Among them, C1-1 is the capacitor located between the tram line and the roof of the vehicle, C1-2 is the capacitor located between the pantograph 330 and the roof 410 of the railway vehicle, and C2-1 is the plate-shaped conductor part (conductor The capacitance between the plate) and the pantograph 330, C2-2 is the capacitance between the overhead line 340 and the plate-shaped conductor (conductor plate), and C3 is the plate-shaped conductor (conductor plate) and the roof 310 of the vehicle Between the capacitance.

If expressed by the equivalent circuit, the circuit shown in Figure 19, V _S is the voltage of the overhead line 340, usually, the voltage applied to the AC overhead line is 25kVrms, and C1-1, C1-2 and C2-1, connected in parallel C2-2 can be expressed by a capacitor, and shown as C1 and C2. If the power supply unit 600 and the loads C _L and R _{L of the} receiving power supply are expressed in a circuit, it is shown in Fig. 20.

Among them, the transformer TF included in the power supply unit 600 plays a role in the board shape The voltage of the electric energy collected by the conductor part (conductor plate) is reduced to the required level. The rectifier included in the power supply part 600 can convert the current output by the transformer into direct current. The above-mentioned transformer can be located in the power supply part 600 or as described above的 is located in the electric field collector 510 constituting the collector 500.

In addition, the amount of power collected through the conductor plate is determined according to how much voltage/current is applied to the transformer. First, the 25kV voltage is distributed through C2, the parallel resistance of the transformer, and C3. If the equivalent resistance of the primary and secondary sides of the transformer is considered as Z _TF , the following relational expression is established.

V _TF is the voltage allocated to the transformer, and it can be seen that it becomes higher as C3 becomes larger. Further, in the current, start out V _S I _S partitioned current I1 and I3, I3 is determined by a resistor and a left side of the broken line corresponding to the equivalent resistance of C1.

高，則不能與變壓器的電阻無關地使高電流流動。因此，C3的電阻值應低，此時C3的值應高。 At this time, C3 and C2 are connected in series with the transformer, if the resistance value of C3

If high, high current cannot flow regardless of the resistance of the transformer. Therefore, the resistance value of C3 should be low, and the value of C3 should be high at this time.

Finally, the current I _TF flowing in the transformer should be subtracted from the current flowing from I3 to I2. When the value of C2 is very small, the resistance becomes larger, making most of the current flow to I _TF . As can be confirmed in FIG. 8, the conductor plate and the pantograph 330 are not in a horizontal configuration and facing each other. Therefore, the capacitance corresponding to C2 is not very large.

As a result, the power transmitted to the transformer will increase as the value of C3 increases. C3 is the capacitance between the conductor plate and the roof of the vehicle. In order to obtain a large value of C3, the area of the conductor plate can be increased or a structure capable of increasing the capacitance can be adopted.

In addition, as another embodiment of the present invention, although not shown in the drawings, the above-mentioned power supply unit 600 is disposed on the upper part of the railway vehicle and is exposed to the outside. Therefore, in the cold winter, its overall temperature is lowered, constituting the power supply unit 600 When the temperature drops, the performance of the rechargeable battery 640 decreases. Therefore, a heating sheet (not shown) can also be provided on the rechargeable battery 640. When the external temperature drops below the set temperature, the heating sheet works to make the rechargeable battery 640 The temperature is kept above a certain temperature, so as to maintain the performance of the above-mentioned rechargeable battery.

The preferred embodiments of the present invention are described above. The protection scope of the present invention is not limited to this. Anything substantially equivalent to the embodiments of the present invention also belongs to the scope of the rights of the present invention. The skilled person can implement various modifications without departing from the scope of the present invention.

Industrial availability

The present invention relates to a pantograph detection device, and more specifically, to a pantograph detection device that collects electricity by the magnetic field and electric field generated by the current supplied to the pantograph, stores power in a rechargeable battery, and uses it as a Detecting the power supply of the pantograph's detection part can not only save maintenance costs, but also prevent safety accidents when replacing discharged batteries.

Claims (9)

A pantograph detection device, in which, include: The detection unit is set on the pantograph of the railway vehicle, and is used to detect the state of the above-mentioned pantograph; The power supply unit is used to supply power to the detection unit; and The collecting part is located in the pantograph and collects electric energy from the pantograph and supplies it to the power supply part. Such as the pantograph detection device of claim 1, in which, The above-mentioned collecting part is composed of a magnetic field collector provided on the bus bar of the pantograph, The above-mentioned magnetic field collector includes: Core, located on the outside of the bus bar; and The coil is wound around the above-mentioned core. Such as the pantograph detection device of claim 2, wherein the above-mentioned coils are respectively wound around the upper and lower half of the core. Such as the pantograph detection device of claim 2, in which, The power supply unit further includes a core stabilization circuit for reducing the saturation of the core, and the core stabilization circuit includes: Resistance, connected in parallel with the output part of the magnetic field collector; The first switch is connected in series with the above-mentioned resistor; and The second switch is connected in series with the output part of the magnetic field collector. Such as the pantograph detection device of claim 2, in which, The above-mentioned magnetic field collector also includes: Multi-tap, connected to the above-mentioned coil according to the interval, and the turns ratio of the above-mentioned coil is adjusted by the controller; and The capacitor is connected in parallel with the two ends of the coil to compensate the magnetizing inductance of the coil. The pantograph detection device of claim 5, wherein the multi-tap has a plurality of selection switches that perform switching operations according to the control of the controller to select one of the plurality of taps connected to the coil in accordance with the interval. Such as the pantograph detection device of claim 1, in which, The collecting part is formed by an electric field collector using the electric field formed in the pantograph, The electric field collector is formed by providing a plate-shaped conductor part between the current collector plate of the pantograph and the roof of the railway vehicle. Such as the pantograph detection device of claim 1, in which, The above-mentioned power supply unit includes: A rectifier for rectifying the electricity generated in the above-mentioned collecting part; and The converter converts the electricity rectified by the rectifier into a voltage corresponding to the detection unit. The pantograph detection device of claim 8, wherein the power supply unit further includes a rechargeable battery for storing the power rectified by the rectifier.

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