JP2011079454A - Power system for electric railway - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power system for an electric railway operating trains, even if an abnormality occurs in a substation. <P>SOLUTION: In this power system, a ground power storage device 4 connected to feeder circuits 6 and 7 is made to perform electric discharge when AC power supplied from an AC power system is converted into DC power and a DC diode substation 1 for supplying DC power to the feeder circuits 6 and 7 becomes an excessive load state, a regeneration function of a PWM converter type substation 5 is stopped and an alarm is outputted from a radio transmitter 3. The trains 9A-9D receiving the alarm make an onboard power storage device perform electric discharge and perform operations to suppress power consumption. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power system of a power system applied to an electric railway.

  In general, the electric railway load is steep and consumes a large amount of power. Accordingly, when power trains of a plurality of trains overlap, an overload is imposed on the substation. Substation overload is caused by an increase in the capacity of the substation equipment, an increase in the electricity bill paid to the power company, a decrease in the power running performance due to a decrease in the voltage at the pant point of the train, loss of the feeder circuit (feeder, trolley wire, or Loss caused by resistance of rails).

  Therefore, in order to prevent an overload of a substation, the following railway system is disclosed. When the output of the substation exceeds a predetermined value, the existing trains communicate with each other about the current location and delay status information. Each train is subjected to acceleration / deceleration control based on the acquired information so as to suppress the propulsive force as the train group (see Patent Document 1).

JP-A-5-24539

  However, in a system as disclosed in the prior art documents, an initial investment is imposed on the train for facilities for communication between trains. Such equipment is also required for all trains.

  Moreover, since the train in power running is estimated from the on-line position, there is a risk of uncertain control due to a large disruption of the diagram. For this reason, in such a system, when a substation is overloaded, overloading cannot be avoided, and there is a possibility that feeding will be stopped due to the protective operation. Similarly, even if the output of one's own substation or other adjacent substations stops due to an accident in the host system, etc., and the power cannot be supplied to the feeder, the train operation cannot be reliably controlled. Could cause problems.

  Accordingly, an object of the present invention is to provide an electric railway power system that can enable train operation even when an abnormality occurs in a substation.

  An electric railway power system according to an aspect of the present invention includes a power conversion unit that converts AC power supplied from an AC power system into DC power and supplies DC power to a train line, and a state of the power conversion unit. A state monitoring means for monitoring, an abnormality alarm transmitting means for transmitting an abnormality alarm to a power supply section of the power conversion means when the state of the power conversion means is determined to be abnormal by the state monitoring means, and the abnormality alarm transmission And an electric vehicle that suppresses the consumption of electric power supplied from the train line when the abnormality alarm transmitted from the means is received.

  ADVANTAGE OF THE INVENTION According to this invention, even if abnormality arises in a substation, the electric power system for electric railways which can enable train operation can be provided.

BRIEF DESCRIPTION OF THE DRAWINGS The block diagram which shows the structure of the electric railway power system which concerns on the 1st Embodiment of this invention. The graph which shows the substation protection coordination curve of the direct-current diode substation which concerns on 1st Embodiment. The flowchart which shows the operation | movement procedure of the electric power system for electric railways which concerns on 1st Embodiment. The characteristic view which shows the VI characteristic at the time of the rapid discharge of the ground electrical storage apparatus which concerns on 1st Embodiment. The block diagram which shows the structure of the electric power system for electric railways concerning the 2nd Embodiment of this invention. The flowchart which shows the operation | movement procedure of the electric power system for electric railways concerning 2nd Embodiment. The block diagram which shows the structure of the electric power system for electric railways concerning the 3rd Embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings.

(First embodiment)
FIG. 1 is a configuration diagram showing a configuration of an electric railway power system 10 according to the first embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the same part in subsequent figures, the detailed description is abbreviate | omitted, and a different part is mainly described. In the following embodiments, the same description is omitted.

  The electric railway power system 10 includes a DC diode substation 1, a power management system 2, a wireless transmitter 3, a ground storage device 4, a PWM converter substation 5, a two-line feeder circuit 6, 7 and trains 9A, 9B, 9C and 9D travel on feeder circuits 6 and 7. The power management system 2, the DC diode substation 1, the ground power storage device 4, and the PWM converter type substation 5 are connected by a ground LAN (local-area network) 20.

  The DC diode substation 1 is composed of a diode rectifier. The DC diode substation 1 converts AC power supplied from an AC power system such as a power company into DC power, and supplies the DC power to the feeder circuits 6 and 7, respectively. The DC diode substation 1 monitors its own state such as output current. The DC diode substation 1 outputs various alarms according to the abnormal state when its own state is abnormal.

  The power management system 2 monitors and controls the DC diode substation 1, the ground power storage device 4, and the PWM converter type substation 5.

  The radio transmitter 3 is provided in the DC diode substation 1. The wireless transmitter 3 is a device for transmitting various alarms to the trains 9A to 9D in response to a command from the DC diode substation 1. The range R1 within which the radio transmitter 3 can receive radio waves is about the same as the interval at which the DC railway substation is provided.

  In general, the distance between the DC substations is about 5 kilometers. In this case, the radio transmitter 3 uses an output that allows radio waves to reach a radius of about 5 kilometers. That is, the range R1 within which the radio wave of the radio transmitter 3 can reach is a range that can reach the adjacent DC railway substation. For this reason, the DC diode substation 1 can send various alarms to the trains 9A to 9D located near the power feeding section under its jurisdiction using the wireless transmitter 3.

  The PWM converter type substation 5 is installed between the DC diode substation 1 and the DC diode substation adjacent to the DC diode substation 1. The PWM converter type substation 5 converts AC power supplied from an electric power company or the like into DC power and supplies it to the feeder circuits 6 and 7 respectively. Moreover, the PWM converter type substation 5 converts the regenerative power generated by the trains 9A to 9D into AC power, and supplies the AC power to a power system such as an AC bus or a power company in the system.

  The feeder circuits 6 and 7 include overhead wires (train lines) 61 and 71 and rails 62 and 72, respectively. The feeder circuits 6 and 7 are connected in parallel. Feeding circuits 6 and 7 are circuits for supplying direct current power serving as a power source to trains 9A to 9D.

  The ground power storage device 4 is a ground-installed power storage device for power feeding provided around the DC diode substation 1. The ground power storage device 4 is connected to each of the feeder circuits 6 and 7. Specifically, the positive electrode side of the ground power storage device 4 is connected to the overhead wires 61 and 71. The negative electrode side of the ground power storage device 4 is connected to each of the rails 62 and 72. The ground power storage device 4 stores the power applied to each of the feeder circuits 6 and 7. The ground power storage device 4 discharges the stored energy to the feeder circuits 6 and 7.

  The trains 9 </ b> A to 9 </ b> D are direct-current electric vehicles that travel with direct-current power supplied from the feeding circuits 6 and 7. The trains 9 </ b> A to 9 </ b> D include a wireless receiver 91 that receives wireless radio waves transmitted from the wireless transmitter 3.

  FIG. 2 is a graph showing a substation protection coordination curve (fixed time characteristic) of the DC diode substation 1 according to the present embodiment.

  The DC diode substation 1 has a class D rating (100% · continuous, 150% · 2 hours, 300% · 1 minute) which is a rating of a general substation.

  Here, the overload of the DC diode substation 1 refers to a region where the output current shown in FIG. 2 is 150% to 300%. When the DC diode substation 1 outputs a current for 1 minute or more in this overload region, the protection relay operates (protection operation). When the protection relay operates, the circuit breaker in the substation trips, and the power supply to the feeding circuits 6 and 7 stops (feeding stop).

  FIG. 3 is a flowchart showing an operation procedure of the electric railway power system 10 according to the present embodiment.

  When the DC diode substation 1 continues to output current for 40 seconds in an overload state (region of 150% or more) (Yes in step S301), it outputs an overcurrent pre-alarm (step S302). The 40 seconds is a predetermined time for 1 minute in which the protection relay due to overload operates. That is, the overcurrent advance alarm is an alarm that warns in advance that the power supply is stopped due to overload (overcurrent).

  The overcurrent pre-alarm is output to the power management system 2 via the terrestrial LAN 20. The overcurrent advance alarm is transmitted from the wireless transmitter 3. The overcurrent advance warning transmitted from the wireless transmitter 3 is received by the trains 9 </ b> A to 9 </ b> D existing around the wireless transmitter 3. The overcurrent pre-alarm is output until the DC diode substation 1 has been overloaded for 1 minute in a state where the overload of the DC diode substation 1 has been eliminated (a state where the output current has entered an area of less than 150%).

  Here, the setting method of the output continuation time of an overcurrent prior warning is demonstrated. The output continuation time of the overcurrent advance alarm is a continuation time for rapidly discharging the ground power storage device 4 and the like. The duration of the rapid discharge is a state where the overload state of the DC diode substation 1 has been eliminated (area of 150% or less), and from 30 seconds corresponding to the time constant of the cooling fin of the diode rectifier, to a general DC railway substation The equipment rating of Class D is 300% for about 1 minute. Here, the output continuation time of the overcurrent pre-alarm is set to continue for one minute in a state where the overload of the DC diode substation 1 is eliminated.

  In general, the protection coordination curve of FIG. 2 is set for the purpose of preventing the temperature of the semiconductor elements of the transformer and the converter from exceeding a specified value and causing these devices to fail. Here, the transformer is more robust than the converter in that it has a large heat capacity and an overload capability. For this reason, in general, a protection coordination curve is set from the viewpoint of protecting the semiconductor element of the converter. However, when truncating the physique and capacity of the transformer, there is of course a need for protection of the transformer. In this case, the transformer also needs to be protected by this protection coordination curve. The rapid discharge time in this case is also 1 minute, which is 300% of the class D rating of a transformer for a DC railway substation. Thereby, the operation of the protection relay is suppressed.

  When the power management system 2 receives the overcurrent pre-alarm, the power management system 2 outputs a rapid discharge command to the ground power storage device 4 provided around the overloaded DC diode substation 1 (step S303). Thereby, the ground power storage device 4 starts discharging the feeder circuits 6 and 7. The ground power storage device 4 continues discharging while the overcurrent pre-alarm is continuously output. The ground power storage device 4 stops discharging when the reception of the overcurrent advance warning is stopped.

  The ground power storage device 4 is given the VI characteristic shown in FIG. 4 as the characteristic at the time of rapid discharge. FIG. 4 shows a case where the rating is DC 1500 volts. When the rating is DC 1500 volts, the feeding circuits 6 and 7 vary from about 900 volts to about 2000 volts in instantaneous voltage. Current Im is the maximum output current determined by the capacity of ground power storage device 4. The maximum voltage Vm is a voltage comparable to the regeneration narrowing start voltage of the trains 9A to 9D. The regeneration narrowing start voltage is a maximum voltage that can be allowed when the trains 9A to 9D regenerate. The maximum voltage Vm is, for example, DC 1800 volts. The ground power storage device 4 can supply power to a farther train by regenerating the overhead line voltage at a higher voltage.

  When the power management system 2 receives the overcurrent pre-alarm, the power management system 2 stops the regeneration function of the PWM converter type substation 5 adjacent to the overloaded DC diode substation 1 (step S304). By stopping regeneration to the upper power system, the regenerative power of the train is consumed in the feeder circuits 6 and 7 as much as possible. As a result, the peak of the DC diode substation 1 is cut. The PWM converter type substation 5 stops the regenerative function while the overcurrent pre-alarm is continuously output. The PWM converter type substation 5 cancels the stop of the regenerative function when the reception of the overcurrent advance warning is stopped.

  When trains 9 </ b> A to 9 </ b> D receive the overcurrent advance warning transmitted from wireless transmitter 3, trains 9 </ b> A to 9 </ b> D switch the on-vehicle power storage device provided to discharge mode. Thereby, the trains 9A to 9D traveling around the DC diode substation 1 discharge the energy stored in the in-vehicle power storage device to the feeder circuits 6 and 7 (step S305). The discharge characteristics given to the in-vehicle power storage devices of the trains 9A to 9D are controlled so that the VI characteristics shown in FIG. 4 given to the ground power storage device 4 are not changed by the respective regenerative narrowing characteristics of the trains 9A to 9D. The The trains 9 </ b> A to 9 </ b> D continue to discharge from the in-vehicle power storage device while continuing to receive the overcurrent advance warning. When the trains 9A to 9D do not receive the overcurrent advance warning, the trains 9A to 9D stop discharging from the in-vehicle power storage device.

  If the DC diode substation 1 is still in an overload state even after 10 seconds have passed since the output of the overcurrent pre-alarm (or 50 seconds have passed since the overload state) (Yes in step S306), the DC diode The substation 1 switches from the overcurrent pre-alarm to the overload alarm and outputs it (step S307). The overload alarm is an alarm for warning that a power supply stop is imminent due to an overload (overcurrent). As with the overcurrent pre-alarm, the overload alarm continues to be output until it continues for one minute in a state where the overload of the DC diode substation 1 has been eliminated (a state where the output current has entered an area less than 150%). .

  When the trains 9A to 9D receive the overload warning transmitted from the wireless transmitter 3, the trains 9A to 9D switch to operation that suppresses power consumption such as speed regulation, notch regulation, or notch-off (inertia operation) when powering. The trains 9 </ b> A to 9 </ b> D perform an operation for suppressing such power consumption while continuing to receive the overload warning (step S <b> 308). When the trains 9A to 9D do not receive the overload warning, the trains 9A to 9D switch from the operation that suppresses power consumption to the normal operation.

  According to the present embodiment, the DC diode substation 1 monitors its own state and detects an abnormality such as a state immediately before the protection operation due to overcurrent or an overload state. When the DC diode substation 1 outputs these abnormality alarms, the power consumed by the feeder circuits 6 and 7 can be suppressed. As a result, it is possible to avoid stopping the feeding due to the protection operation caused by the overload of the DC diode substation 1.

  Further, the radio transmitter 3 uses an output capable of receiving radio waves of various alarms up to the vicinity of the feeding section of the DC diode substation 1. Thereby, even if it does not specify the existing line position of train 9A-9D, the driving | running | working which suppresses power consumption can be made to train 9A-9D which drive | works the electric power feeding area vicinity.

  Therefore, in the case of the electric railway power system 10, even if an abnormality occurs in the DC diode substation 1, the trains 9A to 9D traveling in the vicinity of the power feeding section can be estimated without estimating the positions of the trains 9A to 9D. Can continue to operate.

(Second Embodiment)
FIG. 5 is a configuration diagram showing a configuration of an electric railway power system 10A according to the second embodiment of the present invention.

  The electric railway power system 10A is the electric railway electric power system 10 according to the first embodiment shown in FIG. 1, in which the DC diode substation 1 is replaced with the DC diode substation 1A, and the power management system 2 is replaced with the power management system 2A. Instead, trains 9A, 9B, 9C, and 9D are replaced with trains 9AA, 9AB, 9AC, and 9AD. In other respects, the electric railway power system 10A is the same as the electric railway power system 10 according to the first embodiment.

  The DC diode substation 1A receives a failure alarm from the adjacent substation 1AA. When the DC diode substation 1A receives a failure alarm from the adjacent substation 1AA, the DC diode substation 1A outputs the failure alarm to the power management system 2A and the wireless transmitter 3. Other points are the same as those of the DC diode substation 1 according to the first embodiment.

  The substation 1AA is a substation that supplies DC power to the feeder circuits 6 and 7 that are the same as the DC diode substation 1A. That is, the trains 9AA to 9AD traveling on the feeder circuits 6 and 7 require the supply of DC power from the DC diode substation 1A when the supply of DC power from the substation 1AA becomes impossible. For this reason, DC diode substation 1A will be in the situation where more DC power must be supplied.

  When the power management system 2A receives the failure alarm from the DC diode substation 1A, the power management system 2A controls the various facilities provided in the electric railway power system 10A to suppress the power consumed from the feeder circuits 6 and 7. To do. Other points are the same as those of the power management system 2 according to the first embodiment.

  When trains 9AA to 9AD receive a failure alarm from DC diode substation 1A, trains 9AA to 9AD are switched to an operation that reduces power consumption. Other points are the same as those of the trains 9AA to 9AD according to the first embodiment.

  FIG. 6 is a flowchart showing an operation procedure of the electric railway power system 10A according to the present embodiment.

  The substation 1AA continues to output a failure alarm to the adjacent DC diode substation 1A when output becomes impossible due to an accident in the upper AC system.

  The DC diode substation 1A continues to output the failure alarm by itself (step S402) while receiving the failure alarm from the substation 1AA (step S401).

  The failure alarm is output to the power management system 2A via the ground LAN 20. The failure alarm is transmitted from the wireless transmitter 3. The failure alarm transmitted from the wireless transmitter 3 is received by the trains 9AA to 9AD existing around the wireless transmitter 3.

  When receiving the failure alarm, the power management system 2A outputs a rapid discharge command to the ground power storage device 4 provided around the DC diode substation 1A in the accident state (step S403). Thereby, the ground power storage device 4 starts discharging the feeder circuits 6 and 7. While receiving the failure alarm, the ground power storage device 4 continues to discharge. The ground power storage device 4 stops discharging when the output of the failure alarm is stopped. The other points are the same as the case where the ground power storage device 4 is discharged when the power management system 2 according to the first embodiment receives the overcurrent advance warning.

  When receiving the failure alarm, the power management system 2A stops the regeneration function of the PWM converter type substation 5 adjacent to the DC diode substation 1A in the accident state (step S404). While receiving the failure alarm, the PWM converter type substation 5 stops the regenerative function. The PWM converter type substation 5 cancels the stop of the regenerative function when the output of the failure alarm stops. Other points are the same as in the case of controlling the PWM converter type substation 5 when the power management system 2 according to the first embodiment receives an overcurrent advance warning.

  When trains 9AA to 9AD receive a failure alarm transmitted from wireless transmitter 3, trains 9AA to 9AD switch the on-vehicle power storage device provided to discharge mode. As a result, the trains 9AA to 9AD traveling around the DC diode substation 1 discharge the energy stored in the in-vehicle power storage device to the feeder circuits 6 and 7 when the overhead line voltage becomes low. Is maintained (step S405). Specifically, the set value of this protection (eg, the protection that opens the train main circuit when the overhead line voltage or the filter capacitor voltage of the host vehicle becomes low) is not activated. : The on-vehicle power storage device discharges so that it does not fall below the filter capacitor voltage 900V). The trains 9AA to 9AD continue discharging from the in-vehicle power storage device while continuing to receive the failure alarm. When the trains 9AA to 9AD do not receive the failure alarm, the trains 9AA to 9AD stop discharging from the in-vehicle power storage device. Other points are the same as the case where the in-vehicle power storage device is discharged when the trains 9AA to 9AD according to the first embodiment receive the overcurrent advance warning.

  When the trains 9AA to 9AD receive a failure alarm transmitted from the wireless transmitter 3, the trains 9AA to 9AD are switched to an operation that suppresses power consumption such as speed regulation, notch regulation, or notch-off (inertia operation) when power running. The trains 9AA to 9AD perform an operation for suppressing such power consumption while receiving the failure alarm (step S406). In this case, the trains 9AA to 9AD are intended to reach the nearest station by self-running. Therefore, when the trains 9AA to 9AD arrive at the nearest station, the trains 9AA to 9AD may stop at the station until the failure alarm is not received. This is because the situation in which AC power cannot be received from the AC system, which is the host system, is an abnormal situation. When the trains 9AA to 9AD do not receive the failure alarm, the trains 9AA to 9AD are switched from the operation for suppressing power consumption to the normal operation. The other point is the same as that at the time of the driving | operation which suppresses power consumption in case train 9AA-9AD which concerns on 1st Embodiment receives an overload warning.

  According to the present embodiment, in addition to the operational effects of the first embodiment, the following operational effects can be obtained.

  The radio transmitter 3 uses an output capable of receiving a radio wave of a fault alarm up to the vicinity of the substation 1AA adjacent to the DC diode substation 1A. This suppresses power consumption in the trains 9AA to 9AD running near the power supply section of the DC diode substation 1A adjacent to the substation 1AA where the output is stopped without specifying the on-line positions of the trains 9AA to 9AD. You can drive.

  Therefore, in the electric railway power system 10A, even if the output of the substation 1AA adjacent to the DC diode substation 1A is stopped, it is possible to estimate the position of the substation 1AA without estimating the positions of the trains 9AA to 9AD. The operation of the trains 9AA to 9AD traveling in the vicinity of the power feeding section can be continued.

(Third embodiment)
FIG. 7 is a configuration diagram showing a configuration of an electric railway power system 10B according to the third embodiment of the present invention.

  The electric railway power system 10B is the electric railway electric power system 10 according to the first embodiment shown in FIG. 1, in which the DC diode substation 1 is replaced with the DC diode substation 1B, and the power management system 2 is replaced with the power management system 2B. Instead, the trains 9A, 9B, 9C, and 9D are replaced with the trains 9BA, 9BB, 9BC, and 9BD, the wireless transmitter 3 is removed, and the operation management system 11 and the signal system 12 are added. In other respects, the electric railway power system 10B is the same as the electric railway power system 10 according to the first embodiment.

  The direct current diode substation 1B uses the signal system 12 instead of the wireless transmitter 3 used in the first embodiment to send various alarms such as an overload alarm or an overcurrent pre-alarm to the trains 9BA to 9BD. To do. In other respects, the DC diode substation 1B is the same as the DC diode substation 1 according to the first embodiment.

  The operation management system 11 is, for example, a train centralized control device (CTC: centralized traffic control). The operation management system 11 is a system that manages the operations of the trains 9BA to 9BD. The operation management system 11 controls the trains 9BA to 9BD via the signal system 12.

  The signal system 12 is a system configured by an automatic train control device (ATC). The signal system 12 controls the trains 9BA to 9BD to decelerate or stop. The signaling system 12 outputs an ATC signal to an activation circuit provided on the rails 62 and 72 to control each of the trains 9BA to 9BD.

  The trains 9BA to 9BD have a configuration in which an on-board element 92 that receives an ATC signal transmitted from the signal system 12 is provided in place of the wireless receiver 91 in the trains 9A to 9B according to the first embodiment. The trains 9BA to 9BD are controlled based on various alarms such as an overcurrent advance alarm or an overload alarm included in the information of the ATC signal. Thus, the trains 9BA to 9BD operate to suppress the discharge or power consumption of the on-vehicle power storage device according to the state of the DC diode substation 1B. In other respects, the trains 9BA to 9BD are the same as the trains 9A to 9B according to the first embodiment.

  According to the present embodiment, by using an ATC signal of an automatic train control device (ATC: automatic train control), it is possible to avoid a stoppage due to a protective operation due to an overload of the DC diode substation 1B. it can.

  Therefore, in the electric railway power system 10B, even when an abnormality occurs in the DC diode substation 1B, the trains 9BA to 9BD traveling in the vicinity of the power feeding section can be continued.

  Each embodiment can be carried out with the following modifications.

  In each embodiment, any number of devices or apparatuses provided in the electric railway power system 10 may be provided. For example, when two or more power storage devices are provided, control may be performed to increase the number of power storage devices to be discharged in the case of an overload alarm rather than an overcurrent advance alarm. In this way, control may be performed to change the number of power storage devices to be discharged according to the type of alarm.

  In each embodiment, the alarm output from the DC diode substation 1 may be detected by another method or another type of alarm. For example, the temperature of the transformer of the DC diode substation 1 may be measured, and an overload alarm or the like may be output when the temperature of the transformer exceeds a specified value. Further, when the temperature of the semiconductor element used in the AC / DC converter of the DC diode substation 1 is estimated and it is detected that the temperature exceeds a predetermined temperature such as an allowable temperature (for example, a junction temperature), an overcurrent is detected. A form in which a pre-alarm or overload alarm is output may be used. Further, an overload alarm or the like may be output in a time zone in which the average power in the unit time of each substation measured in the past is the largest. Further, an overload warning or the like may be output in a time zone in which the average power in the unit time of each substation measured in the past is the largest.

  In each embodiment, the substation that outputs an alarm is not limited to a substation configured by a diode rectifier. It may be a substation composed of PWM converters. It may be a substation composed of a power converter having a reverse conversion function for performing reverse conversion to return the regenerative power generated from the feeding circuits 6 and 7 to the upper AC power system.

  In each embodiment, the combination of the type of alarm and the control method for suppressing overload may be changed as appropriate. For example, in 1st Embodiment, you may perform control which performs the driving | operation which suppresses the power consumption of train 9A-9D by an overcurrent prior warning.

  In each embodiment, the ground power storage device 4 and the PWM converter type substation 5 are configured to receive various alarms received via the LAN 20, but are not limited thereto. The ground power storage device 4 and the PWM converter type substation 5 may receive a variety of alarms by providing a wireless receiver 91 that receives the radio waves of the wireless transmitter 3 as in the trains 9A to 9D. Thereby, the ground power storage device 4 and the PWM converter type substation 5 can operate according to various alarms without going through the operation management system 2 and the LAN 20.

  In the second embodiment, the case where the substation 1AA adjacent to the DC diode substation 1A cannot be output due to an accident or the like has been described, but the same configuration is also applied to the case where the own DC diode substation 1A cannot output due to an accident or the like. And control.

  Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Moreover, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

  DESCRIPTION OF SYMBOLS 1 ... DC diode substation, 2 ... Power management system, 3 ... Wireless transmitter, 4 ... Ground storage device, 5 ... PWM converter type substation, 6, 7 ... Feed circuit, 9A, 9B, 9C, 9D ... Train, 10 ... Electric railway power system, 61, 71 ... Overhead wire, 62, 72 ... Rail, 91 ... Wireless receiver.

Claims (13)

Power conversion means for converting AC power supplied from the AC power system into DC power and supplying DC power to the train line;
State monitoring means for monitoring the state of the power conversion means;
When the state of the power conversion unit is determined to be abnormal by the state monitoring unit, an abnormality alarm transmission unit that transmits an abnormality alarm to the power supply section of the power conversion unit;
An electric railway power system comprising: an electric vehicle that suppresses the consumption of electric power supplied from the train line when the abnormality alarm transmitted from the abnormality alarm transmission unit is received. 2. The electric railway power system according to claim 1, wherein the abnormality alarm transmission means transmits the abnormality alarm by a radio wave. 2. The electric railway power system according to claim 1, wherein the abnormality alarm transmission unit transmits the abnormality alarm to a track circuit. The said electric vehicle carries out the driving | operation which suppresses consumption of electric power, when the said abnormal alarm transmitted from the said abnormal alarm transmission means is received. Electric railway power system. The electric car is
In-vehicle power storage means that is electrically connected to the train line and charges or discharges,
5. The electric railway power system according to claim 1, wherein, when the abnormality alarm transmitted from the abnormality alarm transmission unit is received, the on-vehicle power storage unit is discharged. 6. Control means for controlling system equipment in order to suppress a decrease in power supplied to the train line when the state monitoring means determines that the state of the power conversion means is abnormal. The electric power system for electric railways according to any one of claims 1 to 5. The system facility is a power storage means that is electrically connected to the train line and is charged or discharged,
The electric railway according to claim 6, wherein the control unit includes a control for discharging the power storage unit when the state monitoring unit determines that the state of the power conversion unit is abnormal. Power system. The grid facility is reverse conversion means for converting DC power of the train line into AC power and supplying AC power to the AC power system,
The said control means stops the reverse conversion operation | movement by the said reverse conversion means, when the state of the said power conversion means is judged to be abnormal by the said state monitoring means. Electric railway power system. When the output current of the power conversion means becomes an overcurrent due to an overload, a protection relay that performs a protection operation for stopping the supply of DC power to the train line is provided,
The said state monitoring means judges that the state of the said power conversion means is abnormal before the said protection relay performs protection operation, when the overload state of the said power conversion means continues. The electric power system for electric railways according to any one of claims 1 to 8. Transform AC voltage from the AC power system, comprising a transformer for supplying AC power to the power conversion means,
10. The electricity according to claim 1, wherein the state monitoring unit determines that the state of the power conversion unit is abnormal when the transformer exceeds a predetermined temperature. 11. Railway power system. The said state monitoring means judges that the state of the said power conversion means is abnormal when the semiconductor element which comprises the said power conversion means exceeds predetermined temperature, The any one of Claims 1-10 characterized by the above-mentioned. The electric power system for electric railways according to item 1. The state monitoring means determines that the state of the power conversion means is abnormal when the supply of AC power from the AC power system to the power conversion means is stopped. The electric railway power system according to any one of the above. AC power is converted to DC power and supplied to the train line, provided with other power conversion means different from the power conversion means,
The state monitoring unit determines that the state of the power conversion unit is abnormal when the supply of DC power to the train line by the other power conversion unit is stopped. The electric railway power system according to any one of the above.

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