JPH0427051B2 - - Google Patents
Info
- Publication number
- JPH0427051B2 JPH0427051B2 JP57131236A JP13123682A JPH0427051B2 JP H0427051 B2 JPH0427051 B2 JP H0427051B2 JP 57131236 A JP57131236 A JP 57131236A JP 13123682 A JP13123682 A JP 13123682A JP H0427051 B2 JPH0427051 B2 JP H0427051B2
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- substation
- command
- station
- ground
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000005540 biological transmission Effects 0.000 claims description 16
- 238000001514 detection method Methods 0.000 claims 1
- 230000001172 regenerating effect Effects 0.000 description 11
- 238000000034 method Methods 0.000 description 9
- 238000010586 diagram Methods 0.000 description 7
- 238000010276 construction Methods 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 238000010248 power generation Methods 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 238000007796 conventional method Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000006698 induction Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 230000008929 regeneration Effects 0.000 description 1
- 238000011069 regeneration method Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M3/00—Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power
- B60M3/04—Arrangements for cutting in and out of individual track sections
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Description
【発明の詳細な説明】
a) 技術分野の説明
本発明は、電気車両の運行システムにおける制
御方法に関する。DETAILED DESCRIPTION OF THE INVENTION a) Description of the Technical Field The present invention relates to a control method in an electric vehicle operation system.
b) 従来技術の説明と問題点
従来の運行システムとその装置について、第1
図により説明する。変電所1より一定電圧の直流
又は交流が、架線2に供給される。電気車両8は
この電力を集電器4、又は接地車輪5を通じて電
気車両に取り入れる。電気車両8には主電動機6
と、この主電動機6に供給する電圧、電流を制御
することにより車両の速度を制御する制御装置7
とがある。電気車両8の運転士の指示は、この制
御装置に与えられ、電気車両の速度を制御してい
る。尚これ以外に補機等各種電気機器があるが本
図では省略して記入してない。b) Explanation and problems of conventional technology
This will be explained using figures. A constant voltage direct current or alternating current is supplied from a substation 1 to an overhead wire 2 . The electric vehicle 8 takes this power into the electric vehicle through the current collector 4 or the ground wheel 5. The electric vehicle 8 has a main motor 6
and a control device 7 that controls the speed of the vehicle by controlling the voltage and current supplied to the main motor 6.
There is. Instructions from the driver of the electric vehicle 8 are given to this control device to control the speed of the electric vehicle. In addition to this, there are various electrical equipment such as auxiliary equipment, but they are omitted and not shown in this diagram.
この方式は1つの変電所区間に複数台の電気車
両を投入出来ること。また変電所からは常に一定
の電圧の電力を供給すればよく変電所が簡単とな
る利点がある。しかし車上にその主電動機に与え
る電圧、電流を制御する制御装置を塔載する必要
がある。この制御装置は電力を制御するための高
度な機器を要する為に容積的にも重量的にも大き
なものとなる。一例を挙げるなら、この制御機器
及びその関連機器は通常の電気車(電動車)やモ
ノレール車両の場合で、その空車重量の約10〜20
%を占めている。これはこれだけの死荷重を常に
輸送していることになり走行時の電力消費から見
ても大きな損失となつている。 This method allows multiple electric vehicles to be placed in one substation section. Also, there is the advantage that the substation can be simple, as it only needs to always supply power at a constant voltage. However, it is necessary to install a control device on the vehicle to control the voltage and current applied to the main motor. Since this control device requires sophisticated equipment to control the electric power, it is large in volume and weight. To give an example, this control device and its related devices are approximately 10 to 20% of the empty weight of a regular electric vehicle (electric vehicle) or monorail vehicle.
%. This means that a large amount of dead weight is constantly being transported, resulting in a large loss in terms of power consumption during running.
一方モノレールのような場合にはタイヤの一輪
荷重が非常にきびしく制限されるため、乗客が多
数のときこの制限にふれないため、座席を多くし
たり、客室内に機器室を設けたりして定員以上に
乗客が乗れないような工夫をしてこの制限を守つ
ている。 On the other hand, in cases such as monorails, the load on one tire is very strictly limited, so in order to avoid reaching this limit when there are a large number of passengers, increasing the number of seats or creating an equipment room in the passenger cabin is necessary to increase the capacity. In order to comply with this restriction, we have taken measures to prevent passengers from boarding.
また容積的には、モノレールの場合特に床下に
軌道を抱く方式の〓座型は、軌道に有効塔載体積
をうばわれる為に、この制御装置を積むため車巾
を広くせざるを得ない場合が生じる。これは最近
の都市交通のように18m道路のような狭い道路に
この車両を投入する場合、車体巾複線巾及び消防
用予地等から要求される巾などに合致せず大きな
障害となつてくる。 In addition, in terms of volume, in the case of monorails, especially in the case of the seat type, where the track is held under the floor, the effective tower volume is taken up by the track, so the width of the vehicle must be widened to accommodate this control device. occurs. This becomes a major obstacle when using this vehicle on narrow roads such as 18m roads, as is the case with modern urban transportation, as the body width does not match the width required by double track width and reserved land for firefighting. .
建設コストの面から考えると最近の交通機関は
道路上に建設される場合が多く、その場合は高架
方式となる。この場合その上を走行する車両はこ
の高架交通方式の60%近くをしめる高架構造物建
設費正低減する為に軽い方が良い。また前述した
〓座式モノレールの場合には車巾を狭くして車長
の長い車両を作ると桁上で活荷重の荷重点の間隔
を広く出来るので結果的には桁にかかるモーメン
トが減じる事が出来るのでスパンを長くとれ全体
として桁支柱の数を減ずることが出来る。桁支柱
は地盤強度に応じ、その基礎にパイルを打つため
特に弱地盤上に路線建設する時はこの数を減ずる
ことは軌道の建設コストの低減に大きく寄与す
る。 In terms of construction costs, modern transportation facilities are often built on roads, and in that case they are elevated. In this case, it is better for the vehicles that run on it to be lighter in order to positively reduce the construction cost of the elevated structure, which accounts for nearly 60% of this elevated transportation system. In addition, in the case of the seat-type monorail mentioned above, by narrowing the width and creating a longer vehicle, the distance between the live load points on the girder can be widened, and as a result, the moment applied to the girder can be reduced. This allows the span to be made longer and the overall number of girder supports to be reduced. The number of girder supports depends on the strength of the ground and piles are placed on the foundation, so reducing the number of girder supports will greatly contribute to reducing track construction costs, especially when constructing a line on weak ground.
次にこのような交通機関を維持、運用する運用
コストについて考えて見ると、車上の機器は常に
車両の走行振動や風雨等の悪い環境下におかれる
ため地上にある機器に比してそのメンテナンスに
多くの費用がかかるとともに車両を保守する為の
必要保守期間中は車両と運休させるためその使用
効率が落ちるとともに車両の故障率を考えた予備
車に更に保守期間を考えるための予備車が必要と
なつてくる。 Next, when considering the operational costs of maintaining and operating such transportation systems, on-board equipment is constantly exposed to harsh environments such as vehicle vibrations and wind and rain, so it costs less compared to equipment on the ground. Maintenance costs a lot, and during the required maintenance period to maintain the vehicle, the vehicle is out of service, which reduces the efficiency of its use. It becomes necessary.
c) 発明の目的
本発明の目的はこれら従来の方式の不具合を改
善し今後要求される建設費や維持費の安い交通シ
ステムを構成する事に有効な輌制御方法を提供し
ようとするものである。c) Purpose of the Invention The purpose of the present invention is to provide a vehicle control method that is effective in improving the deficiencies of these conventional methods and configuring the transportation system that will be required in the future with low construction and maintenance costs. .
d) 発明の構成
第2図に本発明の一実施例を示す。これは第1
図に示す基本的な給電基本回路に対応する回路を
指示したものである。地上に固定配置された。架
線23X,23Y及び情報伝送路30を切換器2
7X〜27X″,27Y〜27Y″,31〜31″を
設け、その架線23X,23Y及び情報伝送路3
0の一区間毎に対応して変電所21,22をそれ
ぞれ設ける。この場合架線23Yを接地電位で用
いる場合には切換器27Yを省略することができ
る。この提案の6Aの車上は集電器又は接地車輪
3A,7Aと主電動機とその保護や回路切替に必
要な機器25を塔載し、主電動機の速度制御部分
は地上の変電所21内に移す。これ等の主回路以
外補機回路を要するがこれは別に架線等を配して
集電して行うが本図では省略記入してない。d) Structure of the invention FIG. 2 shows an embodiment of the invention. This is the first
This diagram indicates a circuit corresponding to the basic power supply circuit shown in the figure. Fixedly placed on the ground. The overhead wires 23X, 23Y and the information transmission line 30 are connected to the switching device 2.
7X~27X'', 27Y~27Y'', 31~31'', and the overhead wires 23X, 23Y and information transmission line 3 are provided.
Substations 21 and 22 are provided corresponding to each section of 0. In this case, when the overhead wire 23Y is used at ground potential, the switch 27Y can be omitted. The proposed 6A onboard will have the current collector or ground wheels 3A and 7A, the main motor, and equipment 25 necessary for its protection and circuit switching, and the speed control part of the main motor will be moved to the substation 21 on the ground. . In addition to these main circuits, auxiliary circuits are required, which are carried out by separately arranging overhead wires to collect current, but these are not omitted in this figure.
6Aの車両に乗る運転士の指令は、主幹制御器
から情報伝送装置28、車上アンテナ29、情報
伝送路30を通して変電所に伝えられる。変電所
ではこの指令に従つて車両に供給する電圧、及び
電流を架線23X,23Yに供給して制御する。
一方、車両6Aの存在が、車上の情報伝送装置2
8、車上アンテナ29、情報伝送路30を通して
伝えられる。車両6Aが第2図の位置に在線して
いれば、切換器27X,27Yに開かれ、切換器
27X′,27X″,27Y′,27Y″,31′,3
1″は閉じられる。左側の車両6Aは変電所21
より、右側の車両6A′は変電所22より電力を
供給されて走行する。このような方法を用いると
車上の速度制御部を取り除いてあるにかかわらず
車上に速度制御器が配された場合と完全に同じ作
用を行う事が出来車両の重量減や重量減にともな
う多くの利点を得る事が出来る。また速度制御部
は地上に置かれることになるので、車両の振動
や、車上に塔載するための寸法制限や重量制限を
考える必要がなくなるので、その分極めて信頼性
の高い装置とすることができる。 Commands from a driver riding a 6A vehicle are transmitted from the main controller to the substation through the information transmission device 28, the on-board antenna 29, and the information transmission line 30. The substation controls the voltage and current supplied to the vehicle by supplying them to the overhead wires 23X and 23Y in accordance with this command.
On the other hand, the presence of the vehicle 6A indicates that the information transmission device 2 on the vehicle
8, the information is transmitted through the on-board antenna 29 and the information transmission path 30. If the vehicle 6A is on the line in the position shown in FIG.
1" is closed. Vehicle 6A on the left is substation 21
Therefore, the vehicle 6A' on the right side is supplied with electric power from the substation 22 and runs. By using such a method, even if the speed control unit on the vehicle is removed, it can perform exactly the same function as if the speed controller was placed on the vehicle, and as the weight of the vehicle decreases and the weight decreases. You can get many benefits. In addition, since the speed control unit will be placed on the ground, there is no need to consider vehicle vibrations or dimensional and weight restrictions for mounting on a vehicle, making the device extremely reliable. I can do it.
第3図、第4図に更に駅を含む配線を考えた説
明図を示す。まず第3図について説明する。この
図は折返し駅(A駅)32A及び中間駅(B駅3
2B、C駅32C)について示している。 FIGS. 3 and 4 further show explanatory diagrams considering wiring including stations. First, FIG. 3 will be explained. This diagram shows the turning station (A station) 32A and the intermediate station (B station 3).
2B, C station 32C) is shown.
C駅32CからA駅32Aに向かう路線を上り
線とすると、それに対応する架線23Bと下り線
の架線23Aが路線と同的に単線(第2図の23
X,23Yを1本の線で)示されているものとす
る。架線23A,23Bは直流を想定しており、
また補助電源用架線33は単相交流を車両に供給
するためのもので、一定電圧の電源であり、この
図ではA変電所21Aから全て供給されている。
この補助電源用架線33は2本配され2個の集電
機8により車両に要する補機等は全て駆動され一
般的に必要とする旅客サービス機能を満足せしめ
るものとする。 If the line from C station 32C to A station 32A is an up line, the corresponding overhead wire 23B and the down line overhead wire 23A are single lines (23 in Fig. 2).
Assume that X, 23Y are shown by one line. The overhead wires 23A and 23B are assumed to be DC,
Further, the auxiliary power supply overhead wire 33 is for supplying single-phase alternating current to the vehicle, and is a constant voltage power supply, and in this figure, it is entirely supplied from the A substation 21A.
Two of these auxiliary power supply overhead wires 33 are arranged, and all the auxiliary machines required for the vehicle are driven by the two current collectors 8 to satisfy generally required passenger service functions.
車両6Aには主電動機への電力を集電する集電
機3A,7Aと、補助電力を集電する集電器8と
車両6Aに乗る運転士の指令を変電所に伝えるた
めの情報伝送装置のアンテナ29より成つてい
る。情報伝送路30はこのアンテナ29からの情
報をその車両6Aが存在する変電所この場合は2
1Cへ運転士の指令を伝えるものである。 The vehicle 6A includes current collectors 3A and 7A that collect power to the main motor, a current collector 8 that collects auxiliary power, and an antenna of an information transmission device that transmits commands from the driver riding the vehicle 6A to the substation. It consists of 29. The information transmission line 30 transmits information from the antenna 29 to the substation where the vehicle 6A is located, in this case 2.
It conveys the driver's commands to 1C.
架線23A,23Bは図示の如く切換器(たと
えば27E,27F)により必要な変電所21
B,21Cからの給電区間に分断されている。こ
の区分に合わせて情報伝送路30も切換器(たと
えば31C,31D)により分断されている。 The overhead lines 23A and 23B are connected to the necessary substation 21 by switching devices (for example, 27E and 27F) as shown in the figure.
It is divided into power supply sections from B and 21C. In accordance with this division, the information transmission path 30 is also divided by a switch (for example, 31C, 31D).
ここで電力源より受電するのは受電変電所24
で、この受電変電所24から高圧配電線22を介
して各変電所21A〜21Dに電力が供給され
る。 The power receiving substation 24 receives power from the power source here.
Power is supplied from this power receiving substation 24 to each of the substations 21A to 21D via the high voltage distribution line 22.
架線を除いてこの図は上り線及び折返し部のみ
について示したもので、下り線についても同様な
構成となつている。 With the exception of the overhead wires, this figure only shows the upstream line and the turning section, and the downstream line also has a similar configuration.
次に切換器27E,27Fと切換器31C,3
1Dの機能作用について説明する。 Next, switch 27E, 27F and switch 31C, 3
The function and action of 1D will be explained.
第4図は変電所を中心とした本発明の構成を示
す。架線23Bはエアセクシヨン27CA,27
DA,27EA,27FAにより分断されており、
そのエアセクシヨンを切換器27CB,27DB,
27EB,27FBによりそれぞれ開、閉出来るよ
うになつていてそれぞれ近くに配された変電所2
1A,21B,21Cと接続可能となつている。
切換器27CB,27DBはインターロツク装置4
8Aにより、また切換器27EB,27FBはイン
ターロツク装置48Bによりそれぞれが同時には
閉とならない構成となつている。 FIG. 4 shows the configuration of the present invention centered on a substation. Catenary wire 23B is air section 27CA, 27
It is divided by DA, 27EA, and 27FA,
Switch the air section to 27CB, 27DB,
Substations 2 that can be opened and closed by 27EB and 27FB and are located close to each other.
It is possible to connect to 1A, 21B, and 21C.
Switches 27CB and 27DB are interlock device 4
8A, and the interlock device 48B prevents the switches 27EB and 27FB from being closed at the same time.
この様なエアセクシヨン27CA,27DA…
及び切換器27CB,27DB…及びインターロツ
ク装置48A,48Bは2本配される架線の両方
共に配するのが基本であるが直流給電の如く一方
が接地側となる様な場合は接地側の架線は特に分
断する必要がない場合が考えられ、側だけの架
線にこの様なエアセクシヨン切換器インターロツ
ク装置を配する様にする事も可能である。 Air sections like this 27CA, 27DA...
Basically, the switching devices 27CB, 27DB... and the interlock devices 48A, 48B are installed on both of the two overhead wires, but in cases where one side is on the grounding side, such as in DC power supply, the switching devices 48A, 48B are installed on the grounding side overhead wire. There may be cases where there is no particular need to separate the lines, and it is also possible to arrange such an air section switch interlock device on only the side overhead wires.
車両6Aには架線から給供される電力を集電す
る集電器3A,7Aおよび3A,7Aの集電器に
より得た電線により直接駆動される主電動機装置
(保護回路、接触器等を含む)25と補助電源架
線33より補助電源を集電する集電器8および補
助機器50および車両6Aに乗車している運転士
の指令を地上に伝える情報伝送発振装置28とそ
の車上アンテナ29などの主要電気品が設けられ
るがその他の車両を構成するのに必要な機器も当
然塔載又は配されているが本発明の機能には直接
関係無いので省略記入していない。 The vehicle 6A includes current collectors 3A and 7A that collect power supplied from overhead wires, and a main motor device (including a protection circuit, a contactor, etc.) 25 that is directly driven by the electric wire obtained from the current collectors 3A and 7A. Main electrical components such as the current collector 8 and auxiliary equipment 50 that collect the auxiliary power from the auxiliary power supply overhead wire 33, the information transmission oscillator 28 that transmits commands from the driver on board the vehicle 6A to the ground, and its on-board antenna 29, etc. Of course, other equipment necessary to construct the vehicle is also installed or arranged, but they are not omitted because they are not directly related to the functions of the present invention.
地上側装置には車上から発信された情報を受け
とる地上アンテナ30A〜30Eがあり架線の区
分に合せて分断され車上アンテナと対向配置され
る。変電所21Bにはその変電所21Bの選択し
て給電を行う範囲に相当する区間の地上アンテナ
30BA,30C,30DBから受けた信号を解
読判断する受信機41,42,43、車上よりの
信号指令により動作する地上制御装置46、制御
しようとする車両が存在する区間の架線に給電指
令を出す架線切換制御装置47、車上の運転手の
指令により車両走行に適合する電力を架線に供給
する電力変換制御装置45などがある。また車両
6Aの制御方法として発電ブレーキを用いる場合
にはブレーキ用抵抗器44が設置される。 The ground side device includes ground antennas 30A to 30E for receiving information transmitted from onboard the vehicle, which are divided according to the sections of the overhead wire and placed opposite to the onboard antenna. The substation 21B has receivers 41, 42, and 43 for decoding and determining signals received from the ground antennas 30BA, 30C, and 30DB in sections corresponding to the range selected by the substation 21B to supply power, and signals from onboard the vehicle. A ground control device 46 that operates according to a command, an overhead wire switching control device 47 that issues a power supply command to the overhead wire in the section where the vehicle to be controlled exists, and an overhead wire switching control device 47 that supplies power suitable for vehicle running to the overhead wire according to a command from the driver on the vehicle. There is a power conversion control device 45, etc. Moreover, when using a power generation brake as a control method for the vehicle 6A, a brake resistor 44 is installed.
e) 発明の作用
まず第3図について説明する。現在車両6Aは
B駅32Bに停車しようとしているとする。この
状態では架線23Bの切換器27Fは閉、切換器
27Eは開となつており情報伝送路30の切換器
31Dは閉、31Cは開となつていて、C変電所
21Cと車両6Aの運転指令信号及び給電架線が
連結されていて、C変電所21Cの給電により車
両6Aは走行する。車両6AがB駅32Bに停車
すると、車上の運転手は車上より次の給電区間に
走行するため準備指令が29の停車時間中に切換
器27Fは開、27Eは閉となり同様に切換器3
1Dは開、31Cは閉となつてB変電所に接続さ
れる。この切換動作の手順については第4図の作
用説明に於いて詳細説明される、この時同時に切
換器27Dは閉、27Cは開、31Bは閉、31
Aは開となつてA駅32A迄の走行路が結成され
車両6AはB変電所21Bの給電機能によりB駅
32BよりA駅32Aに向つて走行し得る体勢が
出来る。e) Effect of the invention First, FIG. 3 will be explained. It is assumed that the vehicle 6A is currently trying to stop at B station 32B. In this state, the switch 27F of the overhead wire 23B is closed and the switch 27E is open, the switch 31D of the information transmission line 30 is closed and the switch 31C is open, and the operation command for the C substation 21C and the vehicle 6A is issued. Signals and power supply overhead lines are connected, and the vehicle 6A travels with power supplied from the C substation 21C. When the vehicle 6A stops at station B 32B, the driver on the vehicle travels from the vehicle to the next power supply section, so during the stop time when the preparation command is 29, the switch 27F is opened and the switch 27E is closed, and the switch 27F is opened and the switch 27E is closed in the same way. 3
1D is open and 31C is closed and connected to the B substation. The procedure for this switching operation will be explained in detail in the explanation of the operation in FIG.
A is opened and a running path is formed to A station 32A, and the vehicle 6A is in a position to run from B station 32B to A station 32A by the power supply function of B substation 21B.
車両6Aの運転台から主幹制御器を操作する
と、その指令情報が車上アンテナ29より発信さ
れ情報伝送路30が受信し車上よりの指令情報が
B変電所21Bに伝えられ変電所内の制御器が車
上よりの指令情報に従つてB変電所21Bが作動
し、架線2の電圧及び電流が制御されてあたかも
車両6Aに制御器が塔載されている時と同じ様に
車両6Aが走行する。A駅32Aへの停車に対し
て電気ブレーキ指令を車両6Aに乗つている運転
士が指令するとB変電所21Bはインバータ運転
に切換り、車両6Aが発生する直流電気エネルギ
ーを架線23Bを介して受電しこの直流を交流に
変換して高圧配電線22に回生して車両6Aは減
速する。或は回生制動とせずに発電ブレーキとし
て使用する場合は、B変電所21Bに設置された
ブレーキ抵抗器の抵抗値を変えることにより、車
両6Aの発生する直流エネルギーをこの変電所2
1Bの抵抗器により消費することにより車両6A
を減速する事が出来る。 When the main controller is operated from the driver's cab of the vehicle 6A, the command information is transmitted from the on-board antenna 29, received by the information transmission line 30, and the command information from on-board is transmitted to the B substation 21B, where it is transmitted to the controller in the substation. The B substation 21B operates according to command information from onboard the vehicle, and the voltage and current of the overhead wire 2 are controlled, and the vehicle 6A runs as if the controller was mounted on the vehicle 6A. . When the driver on the vehicle 6A issues an electric brake command to stop at the A station 32A, the B substation 21B switches to inverter operation and receives the DC electrical energy generated by the vehicle 6A via the overhead wire 23B. This direct current is converted into alternating current and regenerated to the high voltage distribution line 22, thereby decelerating the vehicle 6A. Alternatively, if the brake is used as a generating brake instead of regenerative braking, the DC energy generated by the vehicle 6A can be transferred to this substation 2 by changing the resistance value of the brake resistor installed at the B substation 21B.
Vehicle 6A by dissipating through 1B resistor
can be slowed down.
A駅32Aに停車すると停車時間中にB駅32
Bに停車した間に行つた動作と同じ方法で運転手
の指令により切換器27Dが開、27Cが閉、同
様に切換器31Bが開、31Aが閉となつてA変
電所21Aに接続され、車両は折返しのためA駅
32AのY線に進入する事が可能となる。車両6
AがY線に進入して停止すると再度車両6Aの運
転手指令により切換器27Cが開、27Aが閉、
27Bが開となつて車両はA駅の下り線に折返し
走行して停車する事が出来る。 If you stop at A station 32A, you will stop at B station 32 during the stop time.
In the same manner as the operation performed while stopped at B, the driver's command opens the switch 27D and closes the switch 27C.Similarly, the switch 31B opens and the switch 31A closes to connect to the A substation 21A. The vehicle will be able to enter the Y line at A station 32A for a turnaround. Vehicle 6
When A enters the Y line and stops, the driver of the vehicle 6A again commands the switch 27C to open, 27A to close,
27B is opened, and the vehicle can turn around and stop on the outbound line of A station.
このようにして、駅での停車時間中に車上の運
転手の指令で変電所を切り換えることにより車両
と変電所を1:1に接続することを繰り返して車
両は地上の変電所を車上に積載した制御器を自由
に制御するのと同じ様にして地上制御を行なうこ
とが可能となり制御器の無い簡単なしかも軽量な
車両を自由に走行せしめる事が可能となり、従来
問題となつていた各種の問題点をうまく解決する
事が可能となる。 In this way, the train repeatedly connects the substation 1:1 by switching substations at the command of the driver on the train while the train is stopped at the station, and the train connects the substation on the ground to the substation on the train. It is possible to perform ground control in the same way as freely controlling a controller mounted on a vehicle, and it becomes possible to freely run a simple and lightweight vehicle without a controller, which has been a problem in the past. It is possible to successfully solve various problems.
全体的な動作は上記に示したが、次に第4図を
用いて変電所を中心に更に詳細にその動作を説明
する。車両6Aからは車上アンテナ29を通して
対向する地上アンテナ30A〜30Eに常に一定
周波数のキヤリヤを車両6Aから各種の信号発信
の有無にかかわらず流しているので地上の変電所
例えば21Bはこのキヤリヤを変電所で受信した
時は、車両が停止して受電区間切換の指令が出さ
れ、変電所が切換され、車両がその変電所の制御
範囲にある状態になり次の受電区間に切換る指令
が出る迄の間変電所は車両よりの指令を待ち続け
る様にする。車両6Aが受持給電区間に存在する
か否か又存在した時には30BA,30C,30
DBのどこの区間に居るのかを判断出来る。 Although the overall operation has been shown above, the operation will now be explained in more detail focusing on the substation using FIG. 4. A carrier of a constant frequency is always sent from the vehicle 6A to the opposing ground antennas 30A to 30E through the on-board antenna 29, regardless of whether various signals are transmitted from the vehicle 6A, so the ground substation, for example 21B, transforms this carrier. When received at a station, the vehicle stops, a command is issued to switch the power receiving section, the substation is switched, the vehicle is within the control range of that substation, and a command is issued to switch to the next power receiving section. Until then, the substation will continue to wait for commands from the vehicle. Whether or not vehicle 6A exists in the receiving power supply section, and if so, 30BA, 30C, 30
You can determine which section of the DB you are in.
車両6Aが減速してB駅32Bに停車しようと
している時は、C変電所21Cから制御されてい
る。C変電所21Cの内部は第4図のB変電所2
1Bと同一である。車上の運転士から電気ブレー
キ(回生)の指令が出ると、回生ブレーキ指令が
キヤリア上に乗つて車上アンテナ29から地上ア
ンテナ30DAに伝えられ、C変電所21Cに伝
わりC変電所21Cの受信機41は車両6Aから
発せられた回生ブレーキ指令を受けて地上制御装
置46に回生ブレーキ指令を伝える。地上制御装
置46はこの回生ブレーキ指令により給電状況が
回生ブレーキモードとなる様に指令を出し、電力
変換制御装置45をインバータ運転して電力を高
圧配電線22へ回生することにより、回生ブレー
キを車両6Aに作用させる事により車両6Aを減
速せしめる。ここで回生ブレーキは他に力行する
車両がある場合は有効に回生電流を活用出来るが
他に力行する車両が期待出来ず、更に電力会社へ
直接回生する事が行えない場合は発電ブレーキを
用い車両減速が行える。つまり発電ブレーキを用
いる場合は高圧配電線22へ回生せず地上のブレ
ーキ抵抗器44にて発電されたエネルギーを消費
させ車両減速を行わせる。 When the vehicle 6A is about to decelerate and stop at the B station 32B, it is controlled by the C substation 21C. The inside of C substation 21C is B substation 2 in Figure 4.
Same as 1B. When the driver on board issues an electric brake (regeneration) command, the regenerative brake command is transmitted from the on-board antenna 29 to the ground antenna 30DA on the carrier, transmitted to the C substation 21C, and received by the C substation 21C. The machine 41 receives the regenerative braking command issued from the vehicle 6A and transmits the regenerative braking command to the ground control device 46. Based on this regenerative brake command, the ground control device 46 issues a command so that the power supply status becomes regenerative braking mode, and operates the power conversion control device 45 as an inverter to regenerate power to the high voltage distribution line 22, thereby applying regenerative braking to the vehicle. By acting on 6A, the vehicle 6A is decelerated. Here, regenerative braking can effectively utilize regenerative current if there is another vehicle running the power, but if there is no other vehicle running the power and it is not possible to regenerate directly to the electric power company, the regenerative brake is used to drive the vehicle. Can be decelerated. In other words, when using a power generation brake, the energy generated by the brake resistor 44 on the ground is consumed without being regenerated to the high voltage distribution line 22, and the vehicle is decelerated.
この状態で車両6AがB駅32Bに停車すると
車上の運転士から変電所切換指令が地上変電所に
キヤリヤに乗せて車上アンテナ29から地上アン
テナ30に発せられる。地上アンテナ30DA,
30DBはこれを同時に受信するが、C変電所3
2Bはこの切換指令により動作はなされないが、
B変電所21Bは受信機43を経て地上制御装置
46の切換指令を受けて、先行車よりのキヤリヤ
の有無を判断し駅32A、駅32B間に先行車両
が居ないことが確認された時、切換制御装置47
から、切換器27DB,27EB,27FBに対し
て切換指令が出されB駅32BよりA駅32Aに
向つて車両6Aが走行する準備を地上変電所21
Bは完了する。もしAB駅間に先行車両が居る場
合には先行車のキヤリヤでこれを検出し、運転士
が切換指令を出しても変電所21Bは切り換え指
令を出さない様にロツクされる。切換器27
DB,27EBが切換えるとインターロツク装置4
8A,48Bにより切換器27CB,27FBが切
り離されB駅からの走行路に対して架線、変電所
ともに制御可能な状態となり、運転士が走行指令
を発するとその指令にしたがつて架線の電圧、電
流の制御を行なう。つまりB駅32Bに停車後、
先行車がまだA駅32Aから出ていない時は切換
器27DB,27EBが切換らず車両6AはB駅3
2Bから出発する条件がそろわず、その状況で間
違つて、車両6Aの運転手が出発指令を出しても
地上制御装置46の所でこの指令はブロツクされ
て、車両は出発する事はない。しかしA駅32
A、B駅32Bに車両6Aだけになると切換器2
7DB,27EBが切換り出発可能条件がそろうの
で車両6Aは運転手の指令に従つてA駅32Aに
向つて出発する事が可能となる。 When the vehicle 6A stops at station B 32B in this state, a substation switching command is sent from the on-board antenna to the ground antenna 30 from the on-board antenna 29 to the ground substation on a carrier. Ground antenna 30DA,
30DB receives this at the same time, but C substation 3
2B is not operated by this switching command, but
The B substation 21B receives the switching command from the ground control device 46 via the receiver 43, determines whether there is a carrier from the preceding vehicle, and when it is confirmed that there is no preceding vehicle between stations 32A and 32B, Switching control device 47
, a switching command is issued to the switching devices 27DB, 27EB, and 27FB, and the ground substation 21 prepares the vehicle 6A to travel from the B station 32B to the A station 32A.
B is completed. If there is a preceding vehicle between stations AB, this will be detected by the carrier of the preceding vehicle, and even if the driver issues a switching command, the substation 21B will be locked so that it will not issue a switching command. Switch 27
When DB and 27EB switch, interlock device 4
Switches 27CB and 27FB are disconnected by 8A and 48B, making it possible to control both the overhead wire and the substation for the running route from station B. When the driver issues a travel command, the voltage of the overhead wire changes according to that command. Controls the current. In other words, after stopping at B station 32B,
When the preceding vehicle has not yet left A station 32A, the switches 27DB and 27EB will not switch and vehicle 6A will move to B station 3.
Even if the conditions for starting from 2B are not met and the driver of vehicle 6A mistakenly issues a departure command in that situation, this command will be blocked at the ground control device 46 and the vehicle will not depart. However, A station 32
When there is only vehicle 6A at A and B station 32B, switch 2
7DB and 27EB are switched and the conditions for departure are met, allowing the vehicle 6A to depart toward A station 32A in accordance with the driver's command.
f) 変形例
(1) 架線が交流の場合
架線が直流の場合は、車上の主電動機は一般
的に直流電動機が使用されるが、架線を3相交
流にした場合は、車上の主電動機として誘導電
動機を使用し、変電所にはVVVF制御装置が
設置され、架線に供給する3相交流の電圧、電
流、周波数を制御することにより車上の誘導電
動機の速度制御を行なうことが出来、回生ブレ
ーキも可能となる。f) Modification (1) When the overhead wire is AC. When the overhead wire is DC, a DC motor is generally used as the main motor on the train. However, when the overhead wire is 3-phase AC, the main motor on the train is An induction motor is used as the electric motor, and a VVVF control device is installed at the substation, which can control the speed of the induction motor on the train by controlling the voltage, current, and frequency of the three-phase AC supplied to the overhead wire. , regenerative braking is also possible.
この場合架線は3本必要となる。 In this case, three overhead wires are required.
上述の部分を除いては本発明に記載したもの
と全く同じ方法により架線が交流の場合にも地
上制御による車両運行が可能となる。 Except for the above-mentioned portions, the vehicle can be operated by ground control even when the overhead wire is AC, by using exactly the same method as described in the present invention.
(2) 地上変電所の共用
第3図は変電所を上下線それぞれの各駅間及
び折返し部に全て独立して設ける方法を示した
が、車両の運転間隔が大きい場合は、この方法
では変電所の数が多くなり、不経済となる。即
ち車両が本線上で大なる間隙で走行しているの
に対して変電所の数が上下線各駅間毎と多くな
り変電所の稼動率が小となる。(2) Sharing of above-ground substations Figure 3 shows a method of installing substations independently between each station on each up and down line and at turning points. However, if the intervals between trains are long, this method The number of cases increases, making it uneconomical. That is, while vehicles run on the main line with large gaps, the number of substations increases between each station on the up and down lines, and the operating rate of the substations becomes low.
このような場合は変電所の数を複数駅間延長給
電する。又は上下線間の変電所を共用することで
減ずることが可能となる。第5図は第3図での
B,C変電所をC変電所1ケ所に減じた例であ
り、第6図はBC駅間のC変電所をBC駅間の上下
線に共用した例である。 In such cases, the number of substations will be extended to supply power between multiple stations. Alternatively, it can be reduced by sharing a substation between up and down lines. Figure 5 is an example in which the B and C substations in Figure 3 are reduced to one C substation, and Figure 6 is an example in which the C substation between BC stations is shared with the up and down lines between BC stations. be.
g) 総合的な効果
以上述べた如く車両より運転指令条件を信号線
を径由して変電所に伝え、車両と変電所が1対1
の対応で運転指令条件に従つた電圧電流を架線に
より車両に供給し、又一つの変電所の受持範囲内
に複数の車両が入らぬ様にインターロツク機能を
持たせる様にすれば本来車両に積載しなければな
らぬ制御装置及び関連機器が地上に設置すれば良
い事となり車両にとつて床下スペースを大きく要
求し又重量的にも非常に大きな値となる制御器が
無くなる為に車両を小形化又は車巾の小さい軽量
車体とする事が出来るので巾方向の軌道専有巾を
減じる。又軌道構造の簡易化が可能となり巾の広
い車両では採用不能な狭い専有巾の交通機関を極
めて経済性の勝れた軌道で構成可能となる。g) Overall effect As mentioned above, driving command conditions are transmitted from the vehicle to the substation via the signal line, and the vehicle and substation are connected one-on-one.
In response to this, voltage and current according to the operation command conditions can be supplied to vehicles via overhead wires, and an interlock function can be installed to prevent multiple vehicles from entering the service area of a single substation. The control equipment and related equipment that must be loaded on the vehicle can be installed on the ground, which requires a large amount of space under the floor of the vehicle and weighs a very large amount. Since it is possible to make the car body compact or lightweight with a small width, the exclusive width of the track in the width direction is reduced. In addition, the track structure can be simplified, and transportation systems with narrow private widths that cannot be used with wide vehicles can be configured with highly economical tracks.
第1図は従来方法の概略図、第2図は本発明の
概略説明図、第3図は本発明の全体的な説明図、
第4図は第3図の要部の詳細図、第5図、第6図
は本発明の他の実施例を示す図。
1…変電所、2…架線、3,3A…集電器、4
…車上制御装置、6,6A…電気車、7,7A…
集電器、8…補機用集電器、21,21A〜21
D…変電所、22…高圧配電線、23,23A,
23B…架線、24…受電変電所、25…主電動
機装置、27…絶縁部、27A〜27F…切換
器、27CB,27DB,27EB,27FB…切換
器、27CA,27DA,27EA,27FA…エ
アセクシヨン、28…車上情報伝送装置、29…
車上アンテナ、30,30A〜30E,30
BA,30DA…情報伝送路、31A〜31D…
情報伝送路切換器、32A〜32C…駅、33…
補機用架線、41,42,43…地上受信機、4
4…発電ブレーキ用抵抗器、45…電力変換制御
装置、46…地上制御装置、47…架線切換装
置、48A,48B…インターロツク装置、50
…車上補機装置。
FIG. 1 is a schematic diagram of the conventional method, FIG. 2 is a schematic explanatory diagram of the present invention, and FIG. 3 is an overall explanatory diagram of the present invention.
FIG. 4 is a detailed view of the main part of FIG. 3, and FIGS. 5 and 6 are views showing other embodiments of the present invention. 1... Substation, 2... Overhead line, 3, 3A... Current collector, 4
...Onboard control device, 6,6A...Electric vehicle, 7,7A...
Current collector, 8... Current collector for auxiliary equipment, 21, 21A to 21
D... Substation, 22... High voltage distribution line, 23, 23A,
23B... Overhead line, 24... Power receiving substation, 25... Main motor device, 27... Insulation section, 27A to 27F... Switch, 27CB, 27DB, 27EB, 27FB... Switch, 27CA, 27DA, 27EA, 27FA... Air section, 28 ...Onboard information transmission device, 29...
On-board antenna, 30, 30A to 30E, 30
BA, 30DA...information transmission path, 31A-31D...
Information transmission line switch, 32A to 32C...Station, 33...
Auxiliary equipment overhead wire, 41, 42, 43...Ground receiver, 4
4... Resistor for power generation brake, 45... Power conversion control device, 46... Ground control device, 47... Catenary line switching device, 48A, 48B... Interlock device, 50
...On-vehicle auxiliary equipment.
Claims (1)
供給する変電所と、 前記区間と変電所とを接続替えする切換器と、 運転手の出発指令を地上制御装置に送信する伝
送手段と、 車両が進入予定の区間における他の車両の有無
を検出する車両検出手段と、 この車両検出手段により他の車両が検出され
ず、かつ前記出発指令を受信したときに切換器に
より進入予定の区間と変電所とを接続する切換制
御手段とを有する電気車両の走行制御装置。[Scope of Claims] 1. An overhead line divided into a plurality of sections, a substation that supplies variable power to the overhead line for controlling the running of vehicles, and a switching device that switches connections between the sections and the substation; a transmission means for transmitting a driver's departure command to a ground control device; a vehicle detection means for detecting the presence or absence of other vehicles in a section into which the vehicle is scheduled to enter; A running control device for an electric vehicle, comprising a switching control means that connects a section to be entered and a substation using a switching device when the departure command is received.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP57131236A JPS5923736A (en) | 1982-07-29 | 1982-07-29 | Method of power supply- and travel-control in electric vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP57131236A JPS5923736A (en) | 1982-07-29 | 1982-07-29 | Method of power supply- and travel-control in electric vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS5923736A JPS5923736A (en) | 1984-02-07 |
JPH0427051B2 true JPH0427051B2 (en) | 1992-05-08 |
Family
ID=15053186
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP57131236A Granted JPS5923736A (en) | 1982-07-29 | 1982-07-29 | Method of power supply- and travel-control in electric vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS5923736A (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4766817A (en) * | 1986-01-28 | 1988-08-30 | Transport Systems Engineering Co., Ltd. | Electric power supply system for railway train |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS55134366U (en) * | 1980-03-13 | 1980-09-24 |
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1982
- 1982-07-29 JP JP57131236A patent/JPS5923736A/en active Granted
Also Published As
Publication number | Publication date |
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JPS5923736A (en) | 1984-02-07 |
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