Train

Abstract

This vehicle set comprises: power bus lines (11, 111, 112) that are pulled through over a plurality of vehicles (1 to 6); and a circuit-breaking unit (30) that is disposed in a loft space (Sa) between the roof and the ceiling at a vehicle end portion (26a) of at least one intermediate vehicle (4) of the plurality of vehicles and breaks the current flowing through the power bus lines. The circuit-breaking unit includes: a first connector (42) that is electrically connected to the power bus lines disposed in the intermediate vehicle and has a first power terminal; a second connector (43) that is electrically connected to the power bus lines disposed in a vehicle adjacent to the intermediate vehicle among the plurality of vehicles and has a second power terminal; and a circuit breaker (41) that is provided between the first power terminal and the second power terminal.

Description

[Technical Field]

[0001] The present disclosure relates to a train of vehicles in which a plurality of vehicles are coupled to one another. [Background technology]

[0002] Patent Document 1 discloses a train consisting of a plurality of cars coupled together. Adjacent cars are electrically connected to each other by a high-voltage lead-in wire. The high-voltage lead-in wire is provided with a circuit breaker that cuts off the electrical connection between adjacent cars. In Patent Document 1, an equipment box containing the circuit breaker is placed under the floor of the car body so that an operator can electrically isolate adjacent cars without climbing onto the car roof. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-136142 Summary of the Invention [Problem to be solved by the invention]

[0004] However, placing the circuit breaker under the car floor requires components to suspend the circuit breaker from the car body and components to protect the circuit breaker, which increases the number of parts and vehicle weight. Furthermore, placing the circuit breaker on the roof disrupts airflow during high-speed driving, generating wind noise. Furthermore, placing the circuit breaker on the outside of the car body mars the vehicle's appearance.

[0005] Therefore, one embodiment of the present disclosure aims to achieve vehicle weight reduction, noise reduction, and improved appearance. [Means for solving the problem]

[0006] A train according to one aspect of the present disclosure is a train consisting of a plurality of interconnected cars, and includes: a power bus line running through the plurality of cars; and a circuit breaking unit disposed in an attic space between the roof and ceiling of an end of at least one intermediate car among the plurality of cars, the circuit breaking unit interrupting a current flowing through the power bus line. The circuit breaking unit includes a first connector electrically connected to the power bus line disposed on the intermediate car and having a first power terminal, a second connector electrically connected to the power bus line disposed on a car among the plurality of cars adjacent to the intermediate car and having a second power terminal, and a circuit breaker disposed between the first power terminal and the second power terminal. [Effects of the Invention]

[0007] According to one aspect of the present disclosure, compared to when the circuit breaking unit is disposed under the floor, the number of members required to suspend and protect the circuit breaking unit can be reduced, and compared to when the circuit breaking unit is disposed exposed on the roof, wind noise during high-speed driving can be reduced and the appearance can be improved, thereby achieving vehicle weight reduction, noise reduction, and improved appearance. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a side view that schematically shows a train of vehicles according to a first embodiment. [Figure 2] FIG. 2 is a schematic diagram showing the electrical system of the train of vehicles shown in FIG. [Figure 3] FIG. 3 is a plan view of the extra-high voltage circuit breaking unit of FIG. [Figure 4] 4 is a cross-sectional view of the connector and the cable connector of the extra-high voltage circuit breaking unit of FIG. [Figure 5] FIG. 5 is a schematic diagram of the extra-high voltage circuit breaking unit of the train of FIG. 1 and its vicinity. [Figure 6] FIG. 6 is a side view that schematically shows a train including the circuit of FIG. [Figure 7] FIG. 7 is a side view that schematically shows a train of vehicles according to the second embodiment. [Figure 8] FIG. 8 is a schematic diagram showing the electrical system of the train of FIG. [Figure 9] FIG. 9 is a plan view of the extra-high voltage circuit breaking unit of FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment will be described with reference to the drawings.

[0010] (First embodiment) FIG. 1 is a side view schematically illustrating a train configuration 10 according to a first embodiment. As shown in FIG. 1, the railway vehicle 1 is a train configuration in which a plurality of cars 1 to 6 are coupled together. Note that, in this embodiment, a six-car configuration is shown as an example, but the number of cars is not limited to this. Intermediate cars 2 to 5 are arranged between end cars 1 and 6 (also referred to as leading cars) that are arranged at both ends of the train configuration 10 in the longitudinal direction of the vehicle. In the example of FIG. 1, the end cars 1 and 6 are the first and sixth cars. A pantograph 8 is mounted on the roof of the second intermediate car 2, and a pantograph 9 is mounted on the fifth intermediate car 5. The second and fifth intermediate cars 2 and 5 are driving cars. The intermediate car 2 is equipped with a main transformer 18 under its floor. The intermediate car 5 is equipped with a main transformer 19 under its floor. Note that the arrangement of each device, such as the pantograph and the main transformer, is not limited to this.

[0011] Carbodies 26 of the intermediate cars 2 to 6 have a roof 27, a ceiling 28 disposed below the roof 27, and an attic space S disposed between the roof 27 and the ceiling 28. A power bus 11 electrically connected to pantographs 8, 9 is laid across the multiple cars 2 to 6. Because the voltage (e.g., 25 kV) of the current flowing through the power bus 11 is greater than 7000 V, the power bus 11 may also be referred to as an extra-high voltage bus. Note that although the current flowing through the power bus 11 is alternating current in this embodiment, it may also be direct current.

[0012] At least a portion of the power bus 11 is disposed in the attic space S. In this embodiment, the entire power bus 11 is disposed in the attic space S except for the portion disposed between adjacent cars. An extra-high voltage circuit breaking unit 30 (first circuit breaking unit) that interrupts the current flowing through the power bus 11 is disposed in the attic space S of the intermediate car 4. Main transformer circuit breaking units 14 and 15 (second circuit breaking units) are disposed in the attic spaces S of the intermediate cars 2 and 6, respectively. The structure of each of the main transformer circuit breaking units 14 and 15 is similar to the structure of the extra-high voltage circuit breaking unit 30.

[0013] The power bus 11 includes a connecting power cable 111 that is stretched between the third intermediate car 3 and the fourth intermediate car 4. The connecting power cable 111 is coupled to a straight joint 13 that is arranged at the car end of intermediate car 3 that faces intermediate car 4, and to an extra-high voltage circuit breaking unit 30 that is arranged at the car end of intermediate car 4 that faces intermediate car 3. A vehicle power cable 112 that is laid in the attic space S of intermediate car 4 toward intermediate car 5 is also coupled to the extra-high voltage circuit breaking unit 30.

[0014] The extra-high voltage circuit breaking unit 30 also serves as a joint interposed between the connecting power cable 111 and the vehicle power cable 112. The train 10 has a first power system unit G1 including a pantograph 8 and a second power system unit G2 including a pantograph 9, and the two power system units G1, G2 are interconnected by the extra-high voltage circuit breaking unit 30.

[0015] Fig. 2 is a schematic diagram showing the electrical system of the train 10 of Fig. 1. As shown in Fig. 2, the extra-high voltage circuit breaking unit 30 is interposed between the portion of the power bus 11 connected to the pantograph 8 and the portion of the power bus 11 connected to the pantograph 9. A main transformer 18, a converter 20, an inverter 22, and a traction motor 24 are arranged under the floor of the intermediate car 2. A main transformer 19, a converter 21, an inverter 23, and a traction motor 25 are also arranged under the floor of the intermediate car 6. The main transformers 18, 19, the converters 20, 21, and the inverters 22, 23 are examples of underfloor equipment. The traction motor 24 and the traction motor 25 are mounted on bogies to drive the wheel sets.

[0016] In intermediate car 2, a power feed circuit 32 branches off from power bus 11. In intermediate car 6, a power feed circuit 33 branches off from power bus 11. Power feed circuits 32, 33 are circuits that connect power bus 11 to main transformers 18, 19, respectively. A main transformer circuit breaker unit 14 is interposed in power feed circuit 32, which is capable of interrupting the current flowing from power bus 11 toward main transformer 18. A main transformer circuit breaker unit 15 is interposed in power feed circuit 33, which is capable of interrupting the current flowing from power bus 11 toward main transformer 19.

[0017] The AC current stepped down by main transformers 18 and 19 is converted to DC by converters 20 and 21, respectively. The converted DC current is converted to AC by inverters 22 and 23. The converted AC current is supplied to traction motors 24 and 25, respectively. The other intermediate cars 3 to 5 are not equipped with main transformers, but may be equipped with converters, inverters, and traction motors. Note that if the current flowing through power bus 11 is DC, converters 20 and 21 are not necessary.

[0018] FIG. 3 is a plan view of the extra-high voltage circuit breaking unit 30 of FIG. 1. As shown in FIG. 3, the extra-high voltage circuit breaking unit 30 includes a circuit breaker 41, a first connector 42, a second connector 43, and a third connector 44. Each of the connectors 42 to 44 protrudes laterally from the circuit breaker 41. The first connector 42 includes a first housing 42a made of a substantially conical insulator whose diameter tapers toward its tip, and a first power terminal 42b protruding from the tip of the first housing 42a. The second connector 43 includes a second housing 43a made of a substantially conical insulator whose diameter tapers toward its tip, and a second power terminal 43b protruding from the tip of the second housing 43a. The third connector 44 includes a third housing 44a made of a substantially conical insulator whose diameter tapers toward its tip, and a third power terminal 44b protruding from the tip of the third housing 44a.

[0019] The circuit breaker 41 is, for example, a vacuum circuit breaker (VCB) having an internal circuit that can be opened and closed. The circuit breaker 41 is provided between the first power terminal 42b and the second power terminal 43b. That is, the circuit breaker 41 is configured to be able to open and close the circuit between the first power terminal 42b and the second power terminal 43b.

[0020] The circuit breaker 41 has a circuit breaker body 46 and an actuator 47. The circuit breaker body 46 has an internal circuit that can open and close a circuit between the first power terminal 42b and the second power terminal 43b. The actuator 47 has a drive circuit 47a that electromagnetically drives the circuit breaker body 46 to open and close the internal circuit of the circuit breaker body 46. The drive circuit 47a closes the circuit breaker body 46 when power is supplied from the control device 35 via an output control line 70, and opens the circuit breaker body 46 when power supply from the control device 35 via the output control line 70 is stopped. In other words, the circuit breaker 41 is set to be normally open.

[0021] A first cable connector 51 is attached to the tip of the vehicle power cable 112. A second cable connector 52 is attached to the tip of the linking power cable 111. When the first cable connector 51 is connected to the first connector 42, the terminal of the vehicle power cable 112 is electrically connected to the first power terminal 42b of the extra-high voltage circuit breaking unit 30. When the second cable connector 52 is connected to the second connector 43, the terminal of the linking power cable 111 is electrically connected to the second power terminal 43b of the extra-high voltage circuit breaking unit 30. In other words, the first power terminal 42b is electrically connected to the portion of the power bus 11 that is arranged in the intermediate car 4, and the second power terminal 43b is electrically connected to the portion of the power bus 11 that extends from the intermediate car 4 toward the adjacent intermediate car 3.

[0022] Fig. 4 is a cross-sectional view of the first connector 42 and the first cable connector 51 of the extra-high voltage circuit breaker unit 30 of Fig. 3. As shown in Fig. 4, the first connector 42 has a conductor 42c connected to the internal circuit of the circuit breaker 41 inside a tapered first housing 42a. A first power terminal 42b, which is a bolt, is fixed to the tip of the conductor 42c. The first power terminal 42b protrudes outward beyond the housing 42a so as to be exposed from the housing 42a.

[0023] The first cable connector 51 has a T-shaped housing 61 made of an elastic insulating material. The housing 61 has a base cylindrical portion 61a into which the tip of the vehicle power cable 112 is inserted, a fitting cylindrical portion 61b that is continuous with the base cylindrical portion 61a and has a fitting opening 61d formed at its tip, and is generally perpendicular to the base cylindrical portion 61a, and a working cylindrical portion 61c that is generally perpendicular to the base cylindrical portion 61a and protrudes in the opposite direction on generally the same line as the fitting cylindrical portion 61b. The internal spaces of the cylindrical portions 61a-c are connected to each other, forming a T-shape as a whole.

[0024] The housing 61 is provided with a fitting opening 61d such that the fitting direction is substantially perpendicular to the longitudinal direction of the vehicle power cable 112. The inner peripheral surface of the fitting cylindrical portion 61b has a substantially conical shape that matches the outer shape of the housing 42a of the first connector 42. The working cylindrical portion 61c is provided with a working opening 61e that opens on the side opposite the fitting opening 61d.

[0025] At the tip of the vehicle power cable 112, the covering 112a is stripped off to expose the cable insulator 112b, and the cable conductor 112c is exposed from the tip of the cable insulator 112b. The cable conductor 112c is connected to a cable terminal. 121 are connected. Cable terminal 121 A connection hole 122a is provided at the tip of the cable terminal. 121 The terminal 122 is located inside the housing 61, and has a cylindrical base end portion that is crimped to the cable conductor 112c, and a plate-shaped tip end portion where the connection hole 122a is provided. 121 is inserted into the base cylindrical portion 61a of the housing 61. 121 The tip of the cable terminal 61 is exposed to the internal space of the fitting cylindrical portion 61b of the housing 61. 121 The center of the connection hole 122a substantially coincides with the center of the internal space of the fitting cylindrical portion 61b.

[0026] When the fitting cylindrical portion 61b of the first cable connector 51 is fitted into the first connector 42 of the extra-high voltage circuit breaker unit 30, the first power terminal 42b is connected to the cable terminal 121 The first power terminal 42b is inserted through the connection hole 122a. A nut 63 is fastened to the portion of the first power terminal 42b that protrudes from the connection hole 122a through the access opening 61e. 121 and the first power terminal 42b are connected to each other. An insulating plug 65 is filled into the access opening 61e, and the access opening 61e is closed by a cap 62.

[0027] The structures of the second connector 43 and the third connector 44 are similar to that of the first connector 42, and the structures of the second cable connector 52 and the lightning arrester connector 53 are similar to that of the first cable connector 51, so detailed explanations thereof will be omitted.

[0028] Fig. 5 is a schematic diagram of the extra-high voltage circuit breaking unit 30 and its vicinity in the train 10 of Fig. 1. As shown in Fig. 5, the ceiling 28 of the intermediate car 4 has a first ceiling 28a located above the passenger compartment and a second ceiling 28b located at the car end 26a of the carbody 26 and lower than the first ceiling 28a. The extra-high voltage circuit breaking unit 30 is located in the attic space Sa above the second ceiling 28b. A power distribution room 29 is located below the second ceiling 28b. The vehicle power cables 112 pass through the attic space S above the first ceiling 28a, but may also pass above the roof 27.

[0029] A control device 35 having a control circuit 36 ​​is disposed in the power distribution room 29. The control circuit 36 ​​is electrically connected to the extra-high voltage circuit breaking unit 30 via a power line 70. A power line 71 of the train 1 is connected to the control circuit 36. The control circuit 36 ​​is capable of supplying power supplied from the power line 71 to the extra-high voltage circuit breaking unit 30 via an output control line 70. An input control line 72 is connected to the control circuit 36.

[0030] The control circuit 36 ​​is supplied with power from the power line 71, and upon receiving a connection command from the input control line 72, supplies power from the power line 71 to the extra-high voltage circuit breaking unit 30 via the output control line 70. When the power supply from the power line 71 is stopped or when the control circuit 36 ​​receives a disconnection command from the input control line 72, the control circuit 36 ​​stops the power supply to the extra-high voltage circuit breaking unit 30. As an example, the connection command is to supply power from the control line 72 to the control circuit 36, and the disconnection command is to stop the power supply from the control line 72 to the control circuit 36.

[0031] FIG. 6 is a side view that schematically shows a train 10 including the circuit of FIG. 5. As shown in FIG. 6, an input control line 72 extends in series from the intermediate car 4 via the end car 6 to the end car 1 and is connected to a power source. A first operation switch SW1, a second operation switch SW2, and a third operation switch SW3 are provided in series on the input control line 72. The first operation switch SW1 is arranged inside the intermediate car 4 on which the control device 35 is mounted. The second operation switch SW2 is arranged inside the end car 6, for example, in the driver's cab. The third operation switch SW3 is arranged inside the end car 1, for example, in the driver's cab. The first to third operation switches SW1 to SW3 are configured to be manually operated by a human.

[0032] When all of the first to third operation switches SW1 to SW3 are turned on (closed), current flows from the input control line 72 to the control circuit 36. When the control circuit 36 ​​receives power from the input control line 72, it outputs a connection signal to the extra-high voltage circuit breaking unit 30 via the output control line 70 to close the extra-high voltage circuit breaking unit 30. In other words, the power supply from the input control line 72 to the control circuit 36 ​​serves as a connection command to close the extra-high voltage circuit breaking unit 30. Furthermore, the supply of power from the output control line 70 to the circuit breaking unit 30 represents the connection signal from the control circuit 36 ​​to the circuit breaking unit 30.

[0033] When any of the first to third operation switches SW1 to SW3 is in the OFF state (open state), no current flows from the input control line 72 to the control circuit 36. When the power supply from the input control line 72 is stopped, the control circuit 36 ​​outputs a disconnection signal to the extra-high voltage circuit breaking unit 30 via the output control line 70 to set the extra-high voltage circuit breaking unit 30 to an open state. In other words, the stop of the power supply from the input control line 72 to the control circuit 36 ​​serves as a disconnection command to set the extra-high voltage circuit breaking unit 30 to an open state. Furthermore, the stop of the power supply from the output control line 70 to the circuit breaking unit 30 means the transmission of the disconnection signal from the control circuit 36 ​​to the circuit breaking unit 30.

[0034] An operator or a crew member can operate the extra-high voltage circuit breaking unit 30 by manually operating the operation switch SW1 inside the intermediate car 4, without having to climb onto the roof 27 or go under the floor to directly access the extra-high voltage circuit breaking unit 30. The location of the operation switch SW1 is not limited to inside the car, and it may be, for example, under the floor of the car body 26.

[0035] According to the configuration described above, compared to when the extra-high voltage circuit breaking unit 30 is placed under the floor, the number of members required to suspend and protect the extra-high voltage circuit breaking unit 30 can be reduced, and compared to when the extra-high voltage circuit breaking unit 30 is placed exposed on the roof, wind noise during high-speed travel can be reduced and the appearance can be improved. Therefore, vehicle weight reduction, noise reduction, and an improved appearance can be achieved.

[0036] When power is supplied to the drive circuit 47a, the circuit breaker body 46 is in the closed state, and when the power supply to the drive circuit 47a is stopped, the circuit breaker body 46 is in the open state. Therefore, when the power supply to the drive circuit 47a is stopped due to an abnormality, the circuit breaker 41 is in the open state, thereby increasing safety.

[0037] Since the circuit breaker 41 operates in response to a command from any of the first to third operating switches SW1 to SW3 installed inside the vehicle, there is no need for workers or crew members to work on the roof or under the floor, which significantly reduces the workload and improves work safety.

[0038] The first to third operating switches SW1 to SW3 are arranged in series on the input control line 72 extending from the end cars 1, 6 to the intermediate car 4, so that the circuit breaker 41 can be operated in a convenient location while maintaining a simple configuration.

[0039] The main transformer circuit breaking units 14, 15 for the main transformers 18, 19 are also disposed in the attic space S, which further improves the vehicle's weight, noise reduction, and appearance.

[0040] (Second embodiment) FIG. 7 is a side view that schematically shows a train 110 according to the second embodiment. Note that components that are common to the first embodiment are assigned the same reference numerals and will not be described again. As shown in FIG. 7, in the train 110 of the second embodiment, a main transformer 118 is disposed under the floor of an intermediate car 104 that is equipped with an extra-high voltage circuit breaking unit 130. A power feed circuit 132 that feeds power from the power bus 11 to the main transformer 118, which is an under-floor device, is connected to the extra-high voltage circuit breaking unit 130. That is, in the extra-high voltage circuit breaking unit 130, the circuit branches in a total of three directions: two directions from the power bus 11 and one direction from the power feed circuit 132.

[0041] Fig. 8 is a schematic diagram showing the electrical system of the train 110 of Fig. 7. As shown in Fig. 8, a main transformer 118, a converter 120, an inverter 122, and a main motor 124 are arranged under the floor of the intermediate car 104. A power supply circuit 132 branches off from the power bus 11 in the intermediate car 104. The power supply circuit 132 connects the power bus 11 to the main transformer 118. A main transformer circuit breaker unit 114 that interrupts the current flowing from the power bus 11 toward the main transformer 118 is interposed in the power supply circuit 132.

[0042] The AC current stepped down by the main transformer 118 is converted to DC by the converter 120. The converted DC current is then converted to AC by the inverter 122. The AC current is supplied to the traction motor 124. Although the main transformer circuit breaking unit 114 is not shown in FIG. 7, it is preferable that the main transformer circuit breaking unit 114 be placed in the attic space S together with the extra-high voltage circuit breaking unit 30. However, the main transformer circuit breaking unit 114 may also be placed under the floor.

[0043] FIG. 9 is a plan view of the extra-high voltage circuit breaking unit 130 of FIG. 7. As shown in FIG. 9, the extra-high voltage circuit breaking unit 130 of the second embodiment has an increased number of connectors compared to the extra-high voltage circuit breaking unit 30 of the first embodiment. For convenience, the third connector 44 of the first embodiment will be referred to as the fourth connector, and the newly added connector 145 will be referred to as the third connector. The configuration of the third connector 145 is similar to that of the first and second connectors 42 and 43. The third connector 145 has a third housing 145a made of a substantially conical insulator whose diameter tapers toward its tip, and a third power terminal 145b protruding from the tip of the third housing 145a. The circuit breaker 141 can interrupt a circuit between the first power terminal 42b and the second power terminal 43b, and the third power terminal 145b is electrically connected to the first power terminal 42b or the second power terminal 43b.

[0044] A power feed cable 113 that constitutes the power feed circuit 132 (see FIG. 7 ) is connected to the third connector 145. A third cable connector 154 is attached to the tip of the power feed cable 113. The configuration of the third cable connector 154 is similar to the configuration of the first cable connector 51. When the third cable connector 154 is connected to the third connector 145, the conductor of the power feed cable 113 is conducted to the third power terminal 145b of the third connector 145 of the extra-high voltage circuit breaking unit 30.

[0045] With this configuration, the extra-high voltage circuit breaking unit 130 also serves as a three-way joint, eliminating the need for a separate joint, thereby increasing the degree of freedom in arranging on-board components. Note that the other configurations are the same as those of the first embodiment described above, and therefore will not be described here.

[0046] As described above, the above-described embodiments have been described as examples of the technology disclosed in this application. However, the technology of the present disclosure is not limited to these embodiments and can be applied to embodiments in which modifications, substitutions, additions, omissions, etc. are made as appropriate. Furthermore, the components described in the above-described embodiments can be combined to create new embodiments. For example, some configurations or methods in one embodiment may be applied to other embodiments, and some configurations in one embodiment may be separated from other configurations in that embodiment and extracted as desired. Furthermore, the components described in the accompanying drawings and detailed description include not only components essential for solving the problem, but also components that are not essential for solving the problem, and are used to illustrate the technology. [Explanation of symbols]

[0047] 2~6,104 Intermediate cars 10,110 trains 11 Power busbar 14, 15, 114 Main transformer circuit breaking unit (second circuit breaking unit) 18, 19, 118 Main transformer (underfloor equipment) 26 Body 26a Car end 27 Roof 28 Ceiling 30,130 Extra-high voltage circuit breaker unit (first circuit breaker unit) 36 Control circuit 41 Circuit Breaker 42 First Connector 42b 1st power terminal 43 Second Connector 43b 2nd power terminal 44 Third Connector 44b 3rd power terminal 46 Circuit breaker body 47 Actuator 47a Drive circuit 70 Output control line 71 Power line 72 Input control line 132 Power supply circuit 145 Third Connector 145b 3rd power terminal S, Sa attic space SW Operation switch

Claims

1. In a train consisting of multiple cars connected together, a power bus line extending through the plurality of vehicles; a circuit breaking unit that is disposed in an attic space between a roof at an end of at least one intermediate car among the plurality of cars and a ceiling disposed below the roof, and that interrupts a current flowing through the power bus; The circuit breaker unit comprises: a first connector electrically connected to the power bus disposed in the intermediate car and having a first power terminal; a second connector electrically connected to the power bus disposed in a vehicle adjacent to the intermediate vehicle among the plurality of vehicles, the second connector having a second power terminal; a circuit breaker provided between the first power terminal and the second power terminal;

2. the circuit breaker includes a breaker body that opens and closes a circuit between the first power terminal and the second power terminal, and a drive circuit that drives the breaker body, The drive circuit When power is supplied to the drive circuit, the circuit breaker body is closed, The train of claim 1 , wherein the circuit breaker body is opened when power supply to the drive circuit is stopped.

3. Further, an operation switch is provided in at least one of the plurality of vehicles, The train of claim 1 , wherein the circuit breaker is operated by a command signal from the operation switch.

4. the operation switch is a first operation switch, The train further includes a second operation switch provided inside an end car of the plurality of cars, the intermediate vehicle further includes a control circuit connected to an input control line and connected to the circuit breaker via an output control line; the input control line extends from the end car to the intermediate car, the first operation switch and the second operation switch are provided in series on the input control line, 4. The train of claim 3, wherein the control circuit outputs a break signal that opens the circuit breaker when a break command is received from the input control line due to operation of the first operation switch or the second operation switch.

5. a power supply circuit that supplies power from the power bus to underfloor equipment; The train of vehicles according to claim 1 , wherein the circuit breaker unit further includes a third connector electrically connected to the power supply circuit and integrally connected to a third power terminal.

6. a main transformer disposed under the floor of one driving vehicle of the plurality of vehicles; a power supply circuit that supplies power from the power bus to the main transformer; The train of claim 1 , further comprising: a second circuit breaking unit that is arranged in an attic space between a roof and a ceiling of the driving car and that breaks the current flowing through the power supply circuit.

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