JPH072000A - Drive power supply system for linear motor car - Google Patents

Abstract

(57) [Abstract] [Purpose] To provide a drive power supply system for a linear motor car that allows one train to enter one section. [Configuration] Connection means for supplying emergency power from the inverter device of the own substation to at least the feeder lines of the adjacent substations and at least receiving emergency power from the inverter devices of the adjacent substations to the feeder lines of the own substation Set up. By doing so, even if there is a power outage or equipment failure at a certain substation under the overcrowded schedule situation where one train enters the section unit, at least the adjacent substations can accommodate the output power of the inverter device. However, it is possible to continue driving while avoiding a dangerous situation that may lead to a train collision.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a propulsion coil arranged along a track for propelling a linear motor car by interaction with magnets mounted on the linear motor car. The present invention relates to a drive power supply system for a linear motor car that supplies AC power of variable frequency from an inverter device via a feeder line.

[0002]

2. Description of the Related Art Propulsion driving power for a linear motor car is not generated independently by the train itself, but is generally given by a propulsion coil disposed on the side wall of the track by interaction with the propulsion coil. That is, the propulsion driving power is obtained as a result of cyclic repetition of the attraction force and the repulsion force acting between the superconducting electromagnet of the train and the propulsion coil on the side wall of the track. In that case, the train speed is P of the propulsion coil.
It is determined by the rate of polarity change of the pole and north pole, i.e. the frequency of the voltage or current applied to the propulsion coil. That is, the propulsion speed of the linear motor car can be adjusted by increasing or decreasing the power supply frequency. Since this frequency adjustment is performed by the inverter device, the speed of the train is eventually controlled by controlling the output frequency of the inverter device. Therefore, 1
Only one train can be operated by one inverter device. For this reason, it is necessary to shorten the section length in order to reduce the train spacing. But,
As the section length becomes shorter, the number of sections in the entire railway increases, and therefore a large number of substations including inverter devices are required.

FIG. 5 shows an example of a known drive power supply system for a linear motor car. 1 shows a configuration example of a triple feeder system in which three inverter units A, B, and C are provided for one section, that is, one substation. To describe the first feeding section, that is, the first section, the electric power from the power supply source P1 is stepped down by the transformer T1, and three inverter devices INV11, INV12, IN are provided.
It is supplied to V13. Each inverter device is composed of a rectifier that performs forward conversion and an inverter that performs inverse conversion. In the figure, only the latter is schematically shown by a symbol. The inverter devices INV11, INV12, INV13 are inverter power supplies for the A, B, C phases, respectively, and the feeders A1-BUS, B1-BUS for the phases are supplied via the feeding switches CBS11, CBS12, CBS13 specific to the phases. C1-B
Power the US. The feeder line laid along the track is divided by the section switch SEC. Electric power is supplied from each feeder to each propulsion coil CO arranged on the track side wall SP via the propulsion coil switch SW.
Note that the output phase relationship between the three inverter devices and the power supply control to each propulsion coil are cyclically performed according to a predetermined sequence, but since it is not a matter directly related to the gist of the present invention, details thereof will be described. It is omitted here. The train MA is driven by the attractive force or repulsive force acting between the propulsion coil CO in the energized state and the magnet of the train MAGT1.
GT1 promotes.

Each of the second and subsequent substations is constructed in the same manner as the first substation, and the second substation shown in the drawing has a power supply source P2, a transformer T2, and inverter devices INV21, INV.
22, INV23, feeding switch CBS21, CBS22, C
BS23, feeder line A2-BUS, B2-BUS, C2-B
US, three propulsion coil switches SW, six propulsion coils CO and train MGT2 are shown respectively.

[0005]

In such a feeder system, when the train is jammed in each section,
That is, there is a train MGT1 in the first section,
When the train MAGT2 exists in the second section, for example, due to some failure in the second section, such as a power failure of the power supply source P2, a failure of the transformer T2, or a failure of the inverter devices INV21 to 23. , Feeder line A2
-If the BUS, B2-BUS, and C2-BUS have a power failure, the train MGT2 falls into an uncontrollable state.

[0006] When there is only one train in both sections, for example, the first section has a train MAGT1, but the second section has no train, the second section has Noki Electric Wire A2-BU
Due to power failure of S, B2-BUS, C2-BUS, feeding switches CBSA, CBS in series with inverters 21-23
By turning off B and CBSC and turning on the feeding section switch SEC inserted between both sections, the power supply of the first section is extended to the second section for one train (MAGT1) Can be operated. However, train (MAGT) to the first section
1) is present and another train (MA
If the power of the first section is extended to the second section when GT2) is present, two trains (MAGT
1, the output voltage of the same inverter device is applied to MAGT2). In that case, two trains will be controlled by the same inverter device, but this is a very dangerous state leading to a train collision, which is not preferable.

[0007] From the above, in the conventional power supply system, it is practically impossible to pack and operate the train in each section in consideration of the power failure in each section and the failure of each power equipment. From the perspective, another train cannot enter the adjacent section. As a result, only one train can be operated in two sections at the maximum allowable time interval.

It is an object of the present invention to provide a drive power supply system for a linear motor car that allows a train of one formation to enter a section unit, that is, a substation unit.

[0009]

In order to achieve the above object, the drive power supply system of the present invention supplies emergency power to at least the feeder of an adjacent substation from the inverter device of the substation, and The present invention is characterized in that the feeder is provided with a connecting means for receiving an emergency power supply from at least the inverter devices of both adjacent substations.

[0010]

By providing the connecting means for receiving the emergency power supply from each inverter at least between the adjacent substations, at least the adjacent substations mutually exchange electric power to drive and operate each train existing in each section. be able to. As a result, even if a power outage or equipment failure occurs at a certain substation under the overcrowded schedule situation where a train of one train enters each section, it is possible to operate while avoiding a dangerous situation such as a train collision. You can continue.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a first embodiment of the present invention in which three inverter devices are provided in one section. Since the internal configuration of each section is the same, the internal configuration of the second section at the center of the drawing, that is, the second substation SS2 will be described in detail here, and the first and third substations SS1 and SS3 will not be described. Detailed description is omitted.

In the substation SS2, the AC power from the power supply source P2 is stepped down by the transformer T2 and supplied to the three inverter devices INV21, INV22, INV23. As described above, each inverter device includes a rectifier that performs forward conversion and an inverter that performs inverse conversion. The inverter devices INV21, INV22, INV23 form the inverter power sources for the respective phases A, B, C, and each output a single-phase alternating current having a predetermined phase relationship. Feeding switches CBS21 and CBS unique to each phase
22 and CBS23 through each phase electric wire A2-BUS, B2-
Power is supplied to BUS and C2-BUS. As in the case of FIG. 5, the feeder line laid along the track is divided by the section switch SEC. In this embodiment, in accordance with the present invention, a feeder switch CBS24 for receiving power from the A-phase inverter INV11 of the substation SS1 adjacent to the upstream side of the feeder line A2-BUS and a downstream side of the feeder line C2-BUS. A feeding switch CBS25 for receiving power from the C-phase inverter INV33 of the substation SS3 is provided. Electric power is supplied from each feeder to each propulsion coil CO arranged on the track side wall SP via the propulsion coil switch SW. The train MGT2 is propelled by a driving force by the attraction force or repulsive force acting between the thrusting propulsion coil CO and the magnet of the train MGT2. In that case, the propulsion speed of the train, that is, the train speed is determined depending on the output frequency of the inverter device.

Although the internal structure of the specific substation SS2 has been described above, both adjacent substations SS1 and SS3 have the same internal structure. By the way, substation SS
1, a power supply source P1, a transformer T1, inverter devices INV11, INV12, INV13, a feeder switch CBS.
11, CBS12, CBS13, CBS14, CBS15, feeder line A1-BUS, B1-BUS, C1-BUS, five propulsion coil switches SW, and five propulsion coils CO
And the first train MAGT1 is also shown in the figure.
Are also shown. Similarly, the substation SS3 has a power supply source P3, a transformer T3, and inverter devices INV31 and INV.
32, INV33, feeder switch CBS31, CBS32, C
BS33, CBS34, CBS35, feeder line A3-BUS, B
3-BUS, C3-BUS, five propulsion coil switches SW, and five propulsion coils CO are provided, and a third train MAGT3 is shown in the figure. In addition, in order to detect the power failure of each substation, transformer T
1, T2, T3 output side instrument transformers PT respectively
1, PT2, PT3 via undervoltage relay 271,2
72 and 273 are connected.

The feature of the drive power supply system of FIG. 1 is that, if attention is focused on the substation SS2, in addition to the power supplied from the substation SS2, both adjacent substations SS1 and SS3 are provided.
It is configured so that it can be supplied with electric power from. That is, electric power is supplied from the A-phase inverter device INV11 of the substation SS1 to the feeder A2-BUS via the feeding switch CBS21, and also supplied from the C-phase inverter device INV33 of the substation SS3 via the feeding switch CBS25. The feature is that power can be supplied to the electric wire C2-BUS. Here, two feeder switches CBS2 connected to the same electric wire.
1. The CBS 24 shall be interlocked so that only one of them may be turned on. Similarly, the feeding switches CBS23 and CBS25 are also interlocked with each other. When the inverter device of the substation is healthy, the feeding switches CBS21 to CBS23 in series can be turned on, and the feeding switches CBS24 and CBS25 for receiving power from the inverter device of the adjacent substation are open. Locked in state.

Connection means for supplying electric power from the self substation SS2 to the adjacent substations SS1 and SS3 is also provided in the opposite relationship to the above. That is, the A-phase inverter device I
The output end of the NV21 can be connected to the feeder line A3-BUS via the feeder switch CBS34 at the downstream substation, and similarly, the output end of the C-phase inverter device INV23 can be connected to the feeder switch CBS15 at the upstream substation SS1. Is connected to the C-phase feeder C1-BUS via. Also here, as described above, the interlock is provided so that only one of the feeding switches CBS21 and CBS34 is closed, and the feeding switches CBS23 and CB are connected.
Interlock with S15.

Now, the drive power supply system of FIG. 1 is provided with a feeder switch CBS11 ...
Only CBS13, CBS21 to CBS23, CBS31 to CBS33 can be turned on, and additionally provided feeder switches CBS14, CBS15, CBS24, CBS25, CBS3.
4, CBS35 is locked in the open state.

This embodiment is characterized in that one substation, that is, one section, is provided with three inverters and five feeder switches, and one train exists in each section. Under the overcrowded schedule, when a substation is completely out of power, backup power is supplied from an adjacent substation.

Normally, in a substation, all three inverters are operated and the inverter output is supplied to the three-phase feeding systems A, B and C, and the train runs with the three inverter feeding power.
However, in general, the train is configured to be able to run even if one phase of the feeding power is lost and there are two systems. Utilizing this, power is supplied from the two substations adjacent to the power outage substation to the feeders of the power outage substation by one system (one inverter device) each. In this way, the train can be driven by each of two sections of inverter device power in each section of the own substation and both adjacent substations.

Now, for example, it is assumed that a total blackout occurs in the substation SS2 for some reason. In this case, the inverter devices INV21, INV22, INV23 all have no output voltage, and the feeders A2-BUS, B2-BUS,
All C2-BUS will also have a power outage. This power failure state is detected by the undervoltage relay 272. Based on the power failure detection signal, the inverter device INV2 in the substation SS2
Gate off of 1, INV22, INV23,
The feeding switches CBS21, CBS22, CBS23 are cut off, the A-phase inverter device INV11 in the substation SS1 is stopped in response to the cutoff signal, and the feeding switch CBS11 is cut off. After this interruption, the feeding switch CBS24 is turned on, the operation of the inverter INV11 is restarted in accordance with the operation curve of the train MGT2 in the substation SS2, and power is supplied to the A-phase feeder A2-BUS. Similarly, substation SS
In 3, the feeder switches CBS21, CB of the substation SS1
Upon receiving the cutoff signals of S22 and CBS23, the C-phase inverter device INV33 is stopped and the feeding switch CBS33 is cut off. After this interruption, the feeding switch CBS25 is turned on, the operation of the inverter INV33 is restarted in accordance with the operation curve of the train MGT2 in the substation SS2, and the A-phase feeder C2-
Power is supplied to BUS. Thus, the two lines (C, A) are fed to the feeder in the substation SS2. At this time, also in the substation SS1 (B, C) and in the substation SS3 (A, B), two-system power feeding is performed. The series of controls described above in association with the occurrence of all blackouts in the substation SS2 is automatically and quickly performed.

Thus, the feeder wire A2-BUS to C2-B
Reduce the power outage time in the US as much as possible, and train MA in each section.
It is possible to prevent the smooth running of GT1 to MAGT3 from being hindered.

As described above, with the minimum required inverter equipment (1 substation 3 units) and feeding switches (5 substations), even if a total power outage occurs at a substation, Train operation can be continued even under the overcrowded train (one train for each section).

Next, a second embodiment will be described. Figure 2
Shows a second embodiment of the present invention in which one substation is provided with four inverter devices and eight feeding switches. In this embodiment, of the four inverter units in one section, three units are used exclusively for supplying power to the three lines of the power supply line, and the remaining one is used to supply power to the power supply line or the power supply line of the adjacent section in the event of a power failure. Used as a spare.

In this case as well, the equipment configuration of each substation is the same as each other. Here, the internal configuration of the substation SS2 will be representatively described. In the case of this embodiment, three common inverter devices INV21, INV22, I are provided at the output end of the transformer T2.
NV23 and one spare inverter INV24 are connected. Inverter device INV21, INV22, INV23
Is a feeder switch CBS for each system A, B, C
Feeder A2-BUS through 21, CBS22, CBS23
It is connected to B2-BUS and C2-BUS. Inverter device INV24 Feeding switch CBS24, CBS2
5, A2 through CBS26
-It is configured to be connectable to BUS, B2-BUS, C2-BUS, and enables power supply to the feeder line B2-BUS from the auxiliary inverter device INV14 of the upstream side substation SS1 via the feeder switch CBS27, Further, it is possible to feed power from the auxiliary inverter INV34 of the downstream adjacent substation SS3 to the feeder A2-BUS via the feeder switch CBS28.

Both adjacent substations SS1 and SS3 are also substations SS
It is constructed in the same manner as 2. In the substation SS1, regular inverter devices INV11 to INV13, one spare inverter device INV14, and feeder switches CBS11 to CB.
S18 is provided, and in the third substation SS3, regular inverter devices INV31 to INV33, one spare inverter device INV34, and feeder switches CBS31 to CBS31.
BS38 is provided. In the figure, the eighth feeding switch CBS08 belonging to the upstream adjacent substation (SS0) of the substation SS1 and the seventh feeding substation belonging to the downstream adjacent substation (SS4) of the substation SS3. Switch CBS47
Are also shown.

Preliminary inverter devices INV14, INV24,
The INV 34 is normally out of operation and is used for backup power supply in the event of a failure of the regular inverter device or a power failure of an adjacent substation.

Now, for example, it is assumed that the inverter device INV21 out of the three commonly used inverter devices in the substation SS2 has failed. In this case, the switch CBS for electric power is received by receiving a detection signal from a failure detection device (not shown).
21 is cut off, the inverter device INV24 is driven, and the feeding switch CBS24 is turned on. At this time, the inverter device INV24 follows the operation curve of the cut off inverter device INV21. With the above operation, normal operation can be continued in the substation SS2.

Next, a case where the substation SS2 is completely out of power will be described. At this time, the inverter devices INV21, INV22, INV23 are gated off in response to the power failure detection signal, and the feeding switches CBS21, CBS22, CBS are also provided.
Shut off 23. After the interruption, the backup inverter INV14 in the substation SS1 is driven according to the operation curve of the inverter INV22. Similarly, at substation SS3, substation S
S1 feed switches CBS22, CBS23, CBS24
In response to the shutoff signal of
Drive according to the operation curve of the inverter device INV21. After driving the spare inverter devices at both adjacent substations in this way, the feeding switches CBS27 and CBS28 are turned on, and the feeder line A2- is fed from the inverter device INV34 on the downstream side.
The inverter device INV on the upstream side receives power from BUS
14 Receives power from Kariki Line B2-BUS. Thus the train MAGT that was in the section of substation SS2
No. 2 temporarily loses the train propulsion power and becomes inertial when the substation SS2 completely loses power, but it immediately restarts power supply to the feeder and can continue smooth train operation by two-system power supply. .

Next, a third embodiment will be described. Figure 3
And FIG. 4 shows an embodiment in the case where four inverter devices and six feeding switches are provided in one section as a third embodiment of the present invention. In this embodiment, of the four inverter units in one section, three are used exclusively for feeding power to the three lines of their own wires, and the remaining one is used as a spare for feeding power to the feeders of other sections. Is. In this embodiment, when a certain substation is completely out of power, both adjacent substations and the adjacent substations have a convenience 3
Power is supplied from a stand-by inverter device, and even in a power outage substation, it is intended to continue operation by complete power supply to the A, B, and C3 systems.

In this embodiment, there are four substations SS0 to SS.
3 is shown. In this case as well, the device configurations of the substations are the same, and the description will be centered on the configuration of the substation SS2 (FIG. 4) as a representative. In the case of this embodiment, three inverter devices INV21, INV22, INV23 and one spare inverter device INV24 are connected to the output terminal of the transformer T2, as in the embodiment of FIG. Inverter device INV
21, INV22, INV23 are connected to feeders A2-BUS, B2-BUS, C2-BUS through feeder switches CBS21, CBS22, CBS23 for each A, B, C system, respectively. The inverter device INV24 is configured to be connectable to the feeder line A1-BUS through the feeder switch CBS16 at the upstream substation SS1 and also at the downstream substation SS3. It is configured such that it can be connected to the feeder line B3-BUS via the CBS 35, and can be further connected to the feeder line C4-BUS via the feeder switch CBS44 at two substations on the downstream side. An undervoltage relay 272 is connected to the output terminal of the transformer T2 via an instrument transformer PT2.

Corresponding to the relief power supply system to other substations,
Relief power supply from other substations is structured as follows. That is, it is possible to connect from the inverter device INV04 of the two adjacent upstream substations SS0 to the feeder C2-BUS via the feeder switch CBS24.
INV14 of the adjacent substation SS1 on the upstream side
Feeder wire B2-BU via Karakuden switch CBS25
It is configured to be connectable to S, and further connected to the feeder line A2-BUS from the inverter device INV34 of the adjacent substation SS3 on the downstream side via the feeder switch CBS26.

The other substations SS0, SS1 and SS3 are also constructed similarly to the substation SS2. At substation SS0,
Regular inverters INV01-INV03 and one spare inverter INV04, feeder switches CBS01-CB
S06 and feeders A0-BUS to C0-BUS are provided, and the substation SS1 is provided with a common inverter device INV11.
~ INV13 and one spare inverter INV14, feeder switches CBS11 to CBS16, and feeder A1-B
US-C1-BUS are provided, and the substation SS3 has regular inverter devices INV31-INV33, one spare inverter device INV34, and feeder switches CBS31-CBS.
36, and feeders A3-BUS to C3-BUS are provided. In the figure, the backup feeder switch C belonging to the substation (SS4) on the downstream side of the substation SS3.
BS44 and feeders A4-BUS to C4-BUS are additionally shown.

In the embodiments of FIGS. 3 and 4, it is assumed that a total power failure has occurred at the substation SS2 for some reason. In this case, when a power failure is detected by the undervoltage relay 272, the inverter device INV is detected by the detection signal.
21 ~ INV23 gate off, feeding switch CBS
21 to CBS23 are shut off. After the interruption, two backup inverters INV04 in the upstream substation SS0, one backup inverter INV14 in the upstream substation SS1, and one backup inverter INV in the downstream substation SS3.
34 operation according to the operation curve of the train MAGT2 at the substation SS2, and at the same time, the feeder switch CBS24,
CBS25 and CBS26 are turned on to continue feeding power to feeders A2-BUS, B2-BUS, C2-BUS of A, B and C systems, that is, three system feeders. In this way
Despite all blackouts in the substation SS2, the train MGT2 existing in the substation can continue to operate without any trouble. If not a total power outage of substation SS2 but a specific inverter device fails, corresponding to that, only the specific system is connected via the feeder switch connected to the feeder that has stopped the power supply. Can receive power.

Thus, according to this embodiment, the sections of all substations are connected to the substations adjacent to and next to each other by A,
It is possible to back up the feeder power for the B and C3 systems and continue train operation without any problems. Moreover, as additional equipment for this backup power supply,
Only one inverter device and three feeder switches are provided per substation, and smooth operation can be continued without limiting the speed or load of the train even when the substation fails. .

[0034]

According to the present invention, each substation is additionally provided with connecting means including at least two feeding switches.
In the event of a failure of the inverter device or a power outage at a substation, backup power supply from an adjacent substation, etc. will cause a total power outage at a certain substation under an overcrowded train (one substation at each substation, that is, one train at each section). Even, it is possible to continue the train operation.

[Brief description of drawings]

FIG. 1 is a connection diagram showing a drive power supply system for a linear motor car according to a first embodiment of the present invention.

FIG. 2 is a connection diagram showing a drive power supply system for a linear motor car according to a second embodiment of the present invention.

FIG. 3 is a partial connection diagram showing a part of a drive power supply system for a linear motor car according to a third embodiment of the present invention.

FIG. 4 is a partial connection diagram showing another part of the drive power supply system for the linear motor car according to the third embodiment of the present invention.

FIG. 5 is a connection diagram illustrating a conventional drive power supply system for a linear motor car.

[Explanation of symbols]

 SS0-SS3 Substation P0-P3 Supply power source T0-T3 Transformer INV01-INV34 Inverter device CBS01-CBS44 Feeding switch A0-BUS-C4-BUS Feeding wire PT0-PT3 Instrument transformer 270-273 Undervoltage relay MAGT0-MAGT3 train SEC section switch SW propulsion coil switch CO propulsion coil

Claims (4)

[Claims] 1. A propulsion coil arranged along a track for propelling a linear motor car by interaction with a magnet mounted on the linear motor car via a feeder line in a section divided by a section switch, In a drive power supply system for a linear motor car that supplies variable frequency AC power from an inverter device of a substation provided for each section, emergency power is supplied from the inverter device of its own substation to at least the feeder line of an adjacent substation. At the same time, a drive power supply system for a linear motor car is provided, which is provided with a connection means for receiving an emergency power supply from at least the inverter devices of the adjacent substations to the feeders of the own substation. 2. Three inverter devices are provided for each substation, and the connecting means is one of the three inverter devices of one adjacent substation and the connecting device of the other adjacent substation. The drive power supply system according to claim 1, wherein the drive power supply system is configured to be able to receive an emergency power supply to a feeder of a substation from one of the three inverter devices. 3. The inverter device is provided for each substation, three for regular use and one for backup, four for convenience, and the connecting means is provided for the substation with respect to the feeder line of the substation. It is configured to be able to receive emergency power supply from a spare inverter device, and to be able to receive emergency power supply from a spare inverter device at one adjacent substation and a spare inverter device at another adjacent substation. The drive power supply system according to claim 1, wherein the drive power supply system is provided. 4. The inverter device is provided for each substation, three for regular use and one for backup, four for convenience, and the connecting means is one adjacent substation to the feeder line of the substation. Of the spare inverter device at one substation, the spare inverter device at one adjacent substation, and the spare inverter device at the other adjacent substation so that emergency power can be received from the spare inverter device at the substation The drive power supply system according to claim 1, wherein the drive power supply system is configured.