JP5281372B2 - Electric railway vehicle drive system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive system for a railway vehicle in which vehicles are accelerated by charging a power storage device in a situation where electric power, which is obtained from the outside by mounting a simple and convenient power storage device on one vehicle among the vehicles constituting a train composition, is not consumed by the power storage device, or by supplying electric power of the power storage device to a power conversion device in a situation where electric power is not obtained from the outside. <P>SOLUTION: The drive system for the railway vehicle is provided with: a power feeding means, such as a third rail or an overhead wire; and a power storage device having a lower voltage than those of the third rail and the overhead wire. A charging power is supplied to the power storage device via a current-reducing resistor based on an electric power from the third rail and the overhead wire and a regeneration power of an inverter controlling means, and a discharging power from the power storage device is switched by a current breaker to be supplied to an inverter controller without going through the current-reducing resistor. When a predetermined operation is performed from a driver's seat in a situation where no electric power is obtained from the third rail and the overhead wire, switching by the current breaker is controlled so that discharging from the power storage device is performed by bearing the power consumption of the inverter controller when the vehicle unit is accelerated. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a drive system for an electric railway vehicle. The present invention relates to a drive system for an electric railway vehicle, which is equipped with electric power storage means, and in a garage or the like where a power supply means such as a third rail or overhead line is not installed The present invention relates to charge / discharge means and a control method for appropriately managing the amount of stored electricity.

  The main methods for supplying electric power to railway electric vehicles from the outside are the overhead wire method and the third rail method. The overhead line system is a system that uses a pantograph or the like to supply power from an electric wire pulled into the space on the vehicle roof, and since it has a high degree of freedom in facilities, it is widely used from intercity railways such as private railway lines to the Shinkansen. .

  On the other hand, the third rail system is mainly used in subways and the like where the space in which the vehicle travels is limited and it is difficult to install an overhead wire. In parallel with the two rails for traveling, a third rail for power supply is also provided, and the current collecting shoes installed on the carriage of the vehicle travel and supply power while in contact with the third rail To do.

  By the way, in the third rail system, the position of the third rail is close to the floor under which the vehicle equipment is mounted. For this reason, when performing vehicle maintenance on the garage line, depending on the type of work, in order to ensure safety, the vehicle may be drawn into an underfloor work area where a third rail is not laid. When moving a vehicle from an area where the third rail is laid to an underfloor work area, the third rail is powered in the area where it is laid and accelerated to a certain speed, and then the underfloor work area due to inertia. Move to and stop at the desired position.

  On the other hand, when moving from the underfloor work area to the area where the third rail is laid, first, in the underfloor work area, the operator connects the power supply line to the current collector shoe of the vehicle with a jumper line. This power is used to power up to a certain speed. After powering off, the vehicle moves as it is to the area where the third rail is laid, and the worker also pulls the jumper wire from the current collector shoe.

Thus, manual movement by the operator is involved when moving from the underfloor work area to the area where the third rail is laid. This is a work with the following dangers.
(1) Risk of electric shock due to handling of a power line (jumper line) supplied with high voltage power.
(2) Risk of entrainment caused by carrying out the vehicle while the jumper cable is attached.

  As described above, in the third-rail system, when a vehicle is operated in an area where the third rail in the garage line cannot be laid, it is a big problem that the present situation involves dangerous work.

  Recently, “hybrid diesel vehicles” are attracting attention as trump cards that reduce the environmental impact of diesel vehicles, which are railway vehicles that run on diesel engines. In the conventional pneumatic vehicle, like a general automobile, the vehicle is accelerated by driving the wheel shaft of the engine rotational force via a transmission and a reduction gear.

  On the other hand, a hybrid pneumatic vehicle first drives an AC generator based on the rotational force of the engine, and converts the generated AC power into DC power using an AC / DC converter. This DC power is converted into AC power of VVVF (Variable Voltage Variable Frequency) by a DC / AC inverter to drive the AC motor. At the same time, a power storage device is connected to the DC power portion located between the AC / DC converter and the DC / AC inverter, and the regenerative power obtained when the vehicle is decelerated is passed through the AC motor and the DC / AC inverter. The power storage device can be charged after being converted into electric power.

  In this hybrid car, when accelerating from when the station stops, direct current power is supplied from the power storage device to the DC / AC inverter without generating engine power, the vehicle is accelerated, and engine power generation is started after passing through the station premises. "Idle stop operation" prevents engine noise inside the station. In other words, the hybrid pneumatic vehicle realizes the performance of accelerating the vehicle only with the electric power of the power storage device in the low speed range.

  The DC / AC inverter of the hybrid train has the same configuration as a normal train. For this reason, even in a normal train, if the power storage device is appropriately designed, the vehicle can be accelerated by driving the inverter device with the discharge power of the power storage device instead of the power supplied from the overhead wire and the third rail. That is, even when the vehicle is operated in an area where the third rail in the garage line cannot be laid, if the vehicle can be accelerated by the power of the power storage device, the handling of the above-mentioned high voltage power line (jumper line), Dangerous work such as pulling out can be abolished.

  Patent Document 1 discloses a configuration for operating an inverter control device even when the electric vehicle is driven by an inverter control device that is set to receive power from an overhead wire and is used by a storage battery having a voltage lower than that of the overhead wire. Inverter-controlled railway electric vehicles are disclosed.

  FIG. 5 shows a device configuration for realizing an inverter-controlled railway electric vehicle driven by either power feeding from an overhead line or power feeding by another power source having a voltage lower than that of the overhead line, as shown in FIG. Show.

  When the inverter-controlled electric vehicle is operated by power feeding from the overhead line, the pantograph 102 contacts the overhead line, so the pantograph disconnect switch 122 is closed, and the interlocking contact 123 interlocked with the pantograph disconnect switch 122 is opened. Since each excitation coil 124, 125, 126 of the circuit portion 127 is not excited, power is supplied to each inverter control device 103 via the pantograph 102, the pantograph disconnect switch 122, the circuit breaker 133, and the main circuit main contact 128, The phase AC motor 107 is driven to drive the vehicle.

On the other hand, since the pantograph 102 is folded in order to perform the operation by the storage battery 106, the pantograph disconnect switch 122 is turned off in conjunction with this operation, and then when the changeover switch 121 is operated, the pantograph disconnect switch 122 is interlocked. Since the interlocking contact 123 is closed, each excitation coil 124, 125, 126 is excited, and a circuit for battery operation is configured. That is, only one set of the inverter control device 103 is connected to the storage battery 106 via the main circuit storage battery contact 130, the circuit breaker 133, and the main circuit contact 128, and the one set of inverter control device 103 is charged by the storage battery 106, and the three-phase The AC motor 107 is driven.
JP-A-6-98409

  According to the inverter-controlled railway electric vehicle of Patent Document 1, in an electric vehicle that is driven by an inverter control device that is originally set to receive power from an overhead line, the power is received by another power source having a lower voltage than the overhead line. Even in such a case, the inverter control device can be operated.

  By the way, when the inverter control device is driven by power feeding from another power source having a voltage lower than that of the overhead wire, it is necessary to store power in another power source having a voltage lower than that of the overhead wire in advance. Regarding charging for storing power in a separate power source having a voltage lower than that of the overhead line, in the inverter-controlled railway electric vehicle of Patent Document 1, the power supplied from the overhead line is converted into a three-phase AC440V power source by an auxiliary circuit power supply device. There is disclosed a method of converting and converting this to DC 600V by a charging device.

  That is, when switching from the mode operated by the power supply from the overhead wire to the mode operated by the power supply from the storage battery 106, the interlocking contact 123 and the pantograph disconnecting switch 122 are interlocked to prevent a malfunction of the mode switching. . At the same time, the storage battery 106 is charged via the auxiliary circuit power supply device 104, the charging device 105, and the storage battery power contact 131 of the auxiliary circuit. In addition, power is supplied from the auxiliary circuit power supply device 104 to the load of the auxiliary circuit 132.

  According to this method, since it is necessary to individually provide a charging path for charging the power storage device and a path for discharging the power storage device, it is necessary to install a number of circuit breakers required for switching the path. is there. Moreover, since it is necessary to convert the alternating current power (AC440V) obtained from an auxiliary circuit power supply device into direct current power (DC600V) with a charging device, the apparatus configuration becomes large.

  In order to accelerate the vehicle with the power of the power storage device in an area where the third rail in the garage line cannot be laid, the battery must be charged to a sufficient amount of charge before reaching the area where the third rail cannot be laid. It is necessary to keep. Regarding the charging timing of the power storage device, in Patent Document 1, there is a description “when switching from the mode operated by power feeding from the overhead line to the mode operated by power feeding from the storage battery”, but for specific charging timing, Not mentioned. Moreover, description is not seen also about the electrical storage amount at the time of charging a storage battery.

  An object of the present invention is that a simple power storage device is mounted on at least one of the vehicles constituting a train formation so that electric power can be obtained from the outside such as an overhead wire and the power conversion device does not consume the power. Then, in a situation where the power storage device is charged and electric power cannot be obtained from the outside such as an overhead line, an electric railway vehicle drive system capable of accelerating the vehicle by supplying power from the power storage device to the power conversion device is provided. .

The electric railway vehicle drive system of the present invention includes a first power supply unit that obtains electric power from the outside of the vehicle, a second power supply unit that is installed in the vehicle and has a power storage function, and the first and second power supply units. Driving an electric railway vehicle comprising: power conversion means for converting the obtained DC power into AC power; and an AC motor driven by the AC power converted by the power conversion means to generate a force for towing the vehicle In the system, the first power supply unit connected between the first power supply unit and the second power supply unit, and capable of selectively controlling the charge and discharge interruption and flow of the second power supply unit. A current breaker, a resistor connected in series with the first current breaker, and a current reducing current input / output to / from the second power supply means; a resistor connected in parallel with the resistor; With a second breaker that can selectively control flow To have.

When charging the second power supply means, the current passes through the resistor without passing through the second circuit breaker, and when discharging the second power supply means, the current is When the output voltage of the first power supply means is less than a predetermined value and the amount of electricity stored in the second power supply means is greater than a predetermined value, the first power supply is operated by an operation from the cab. In response to turning on of the circuit breaker, discharging from the second power supply means so as to enable power supply from the second power supply means to the power conversion means, and from the second power supply means The discharged current is supplied to the capacitor of the power converter via the resistor, and the charging completion of the capacitor is judged and supplied to the power conversion means without passing through the resistor, Operate the second circuit breaker .

  According to the present invention, the power storage device mounted in at least one of the vehicles constituting the train formation can be powered from the outside such as an overhead line, and the power storage device is not consumed by the power conversion device. In a situation where charging is not possible and electric power cannot be obtained from the outside, such as an overhead line, an electric railway vehicle drive system that can supply the electric power of the power storage device to the power conversion device and accelerate the vehicle can be provided.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram showing a basic configuration of an electric railway vehicle drive system according to an embodiment of the present invention. The vehicles 1a, 1b, and 1c are vehicles constituting a train organization or a part thereof. The vehicle 1a and the vehicle 1b are connected by the inter-vehicle connector 2a. The vehicle 1b and the vehicle 1c are connected by the inter-vehicle connector 2b.

  The vehicle 1a is supported on the rail surface by the wheel shafts 5a and 5b through the cart 4a and by the wheel shafts 5c and 5d through the cart 4b. The vehicle 1b is supported on the rail surface by the wheel shafts 5e and 5f through the carriage 4c and by the wheel shafts 5g and 5h through the carriage 4d. The vehicle 1c is supported on the rail surface by the wheel shafts 5i and 5j through the carriage 4e and by the wheel shafts 5k and 5l through the carriage 4f.

  A power conversion device 6a, a power storage device 7, and a current interrupt device 61a are mounted on the vehicle 1a. The power converter 6a is supplied with power from a power line (not shown) by the current collector 3a. This electric power is converted into AC power of variable voltage variable frequency (VVVF) by the power conversion device 6a, and supplied to an electric motor (not shown) to drive the wheel shafts 5a, 5b, 5c, and 5d. The power storage device 7 can discharge the stored DC power and supply it to the power conversion device 6a. Moreover, the electric power obtained by the current collector 3a can be charged via the power converter 6a. The current interrupt device 61 a has a function of interrupting power supply to the power conversion device 6 a and the power storage device 7.

  A power conversion device 6b and a current interrupt device 61b are mounted on the vehicle 1b. Power is supplied to the power converter 6b from the power line (not shown) by the current collector 3b. This electric power is converted into AC power having a variable voltage variable frequency (VVVF) by the power converter 6b, and is supplied to an electric motor (not shown) to drive the wheel shafts 5e, 5f, 5g, and 5h. It has a function of cutting off the power supply to the power converter 6b.

  The vehicle 1c is equipped with a power converter 6c and a current interrupt device 61c. Power is supplied to the power conversion device 6c from a power line (not shown) by the current collector 3c. This electric power is converted into AC power having a variable voltage variable frequency (VVVF) by the power converter 6c, and supplied to an electric motor (not shown) to drive the wheel shafts 5i, 5j, 5k, and 5l. The current interrupt device 61c has a function of interrupting power supply to the power converter 6c.

  As described above, in the present embodiment, of the train formation composed of the vehicles 1a, 1b, and 1c, the vehicle 1a includes the power conversion device 6a, the power storage device 7a, the vehicle 1b includes the power conversion device 6b, and the vehicle 1c. Shows an example in which the power converter 6c is mounted.

  However, this does not limit the mounting position of the power storage device 7a to the vehicle 1a located at the head of the train formation as the present invention. The railcar drive system of the present invention has a power storage device mounted on at least one of the vehicles constituting a train formation, and in a situation where power can be obtained by the current collector, the power storage device is installed based on the power. In a situation where the power storage means can be charged and power cannot be obtained by the current collector, the power storage device is allowed to discharge by determining the situation, and the power is converted to a variable voltage variable frequency by the power converter. It converts into the alternating current power of (VVVF), drives an electric motor, and accelerates a vehicle.

  Generally, in train formation, there are accompanying vehicles that do not drive the wheel shaft with an electric motor in addition to the electric vehicles that drive the wheel shaft with an electric motor, such as the vehicles 1a, 1b, and 1c. Also in the railway vehicle drive system of the present invention, it is possible to have a train organization in which an associated vehicle is connected in addition to an electric vehicle similar to the vehicles 1a, 1b, and 1c.

  As described above, according to this configuration, in a situation where electric power cannot be obtained from the current collectors 3a, 3b, 3c, such as an overhead wire or a third rail, such as a vehicle inspection site, the power storage device 7 to the power conversion device 6a. The vehicle can be accelerated within the range of the power stored in the power storage device 7 by supplying power. Therefore, the power used for that purpose is a current collector in a situation where power can be obtained from an overhead wire or a third rail, and in a situation where the power converter 6a does not drive the motor and the vehicles 1a, 1b, 1c are not accelerating. The power storage device 7 is charged with the power obtained from 3a or the power output from the power conversion device 6a by the power generation of the motor.

  That is, according to the present invention, in a situation where the power storage device is mounted on at least one of the vehicles constituting the train formation, electric power can be obtained from the outside such as an overhead wire, and the power conversion device does not consume the power. In a situation where the power storage device is charged and electric power cannot be obtained from the outside such as an overhead line, an electric railway vehicle drive system capable of supplying the power of the power storage device to the power conversion device and accelerating the vehicle can be provided.

FIG. 2 is a diagram showing a device configuration of the electric railway vehicle drive system according to the embodiment of the present invention.
The power supplied from the current collector 3a passes through the current interrupt device 61a. In the current interrupt device 61a, the power conversion device 6a and the power storage device 7 can be disconnected from the current collector 3 by the current interrupter 8a and the current interrupter 9 when the power converter device 6a and the power storage device 7 are not operating and in an emergency. The electric power that has passed through the current interrupt device 61 a is first sent to a circuit breaker 8 b that is a component of the power converter 6 a and a circuit breaker 8 c that is a component of the power storage device 7.

  The current breaker 8b has a role of disconnecting the connection between the power line and the inverter circuit 12 when the inverter circuit 12 is not operating. Further, the breaker 8 b has a role of disconnecting the connection between the power line and the power storage means 15 when the power storage means 15 is not charged / discharged. The voltage detector 51a in the current interrupt device 61a is installed between the current collector 3 and the ground point 30, and detects the voltage value V_s (ground potential) of the power supplied from the current collector 3.

  In the power conversion device 6 a, the electric power that has passed through the current breaker 8 b is input to the inverter circuit 12 after the fluctuation in the high frequency region is removed by the LC circuit (filter circuit) configured by the reactor 10 and the capacitor 11. The inverter circuit 12 converts the input DC power into three-phase AC power having a variable voltage variable frequency (VVVF), and drives the main motors 13a and 13b.

  The voltage detector 51 b in the power conversion device 6 a detects the DC voltage V_fc across the capacitor 11. Current detectors 52a, 52b, and 52c detect I_u, I_v, and I_w of the currents of the respective phases that flow through the three-phase AC power line between inverter circuit 12 and main motors 13a and 13b. The current detector 52d is disposed closer to the inverter circuit 12 than the current breaker 8b in the DC power unit between the current collector 3 and the inverter circuit 12, and the input / output current of the inverter circuit 12 is supplied to the current detector 52d. To detect.

  In the present embodiment, the case where there are two main motors (motors 13a and 13b) driven by the inverter circuit 12 is shown, but this is a limitation of the number of main motors driven by the inverter circuit 12 as the present invention. is not.

  In the power storage device 7, the power that has passed through the current breaker 8c is input to the power storage means 15 through the resistor 14b. A shunt 8d is connected in parallel to the resistor 14b. When the breaker 8d is opened, power passes through the resistor 14b, and when the breaker 8d is turned on, power passes directly through the breaker 8d without passing through the resistor 14b. That is, it is possible to selectively control whether or not the electric power of the power storage device 7 is transmitted via the resistor 14b by the control of opening / closing the circuit breaker 8d.

  The voltage detector 51 c in the power storage device 7 is disposed so as to connect the positive electrode terminal and the negative electrode terminal of the power storage unit 15, and detects the inter-terminal voltage V_btr of the power storage unit 15. The current detector 52e is arranged in the immediate vicinity of the output terminal of the power storage means 15 and detects the input / output current of the power storage means 15a.

  When charging the power storage means 15, the circuit breaker 8 c is inserted with the circuit breaker 8 d in the power storage device 7 open so that the charging current flows through the resistor 14 b in the power storage device 7. . If the voltage (ground potential) of the power obtained from the current collector 3a is higher than the terminal voltage (ground potential) of the power storage means 15, a charging current flows from the current collector 3a to the power storage means 15.

  However, generally, the limit value (maximum charging current) of the charging current of the power storage means 15 is determined as a specification, and charging exceeding the maximum charging current value cannot be performed. For this reason, the charging current is limited by being configured to pass through the resistor 14b in the power storage device 7. That is, the resistor 14b in the power storage device 7 has a voltage difference between the power voltage obtained from the current collector 3a and the terminal voltage of the power storage means 15 so that the charging current flows below the maximum charging current value. Design the resistance value.

  When operating the inverter circuit 12 with the power stored in the power storage means 15, first, both the circuit breaker 8 b in the power conversion device 6 a and 8 c in the power storage device 7 are turned on to power the power storage means 15. Is charged through the resistor 14b in the power storage device 7 to the filter capacitor 11 in the power conversion device 6a. At this time, since there is a possibility that an inrush current flows from the storage means 15 to the filter capacitor 11, the resistor 14b is designed in consideration of a sufficient capacity for the inrush current. When the terminal voltage of the power storage means 15 and the terminal voltage of the filter capacitor 11 become equal, the circuit breaker 8d in the power storage device 7 is turned on. As a result, power supply from the power storage means 15 to the inverter circuit 12 is established, and by operating the inverter circuit 12, the motors 13a and 13b can be driven to accelerate the vehicles 1a and 1b.

  However, in general, the limit value (maximum discharge current) of the discharge current of power storage means 15 is determined as a specification, and discharge exceeding the maximum discharge current value cannot be performed. For this reason, the driving of the electric motors 13 a and 13 b by the operation of the inverter circuit 12 is controlled such that the input current (current consumption) of the inverter circuit 12 does not exceed the maximum discharge current value of the power storage means 15.

  As described above, according to the configuration of the present embodiment, the voltage detector 51a can determine a situation in which no overhead wire such as a vehicle inspection station, the third rail, and the like are provided and power cannot be obtained from the current collector 3a. Further, in response to the driver's switch operation based on the determination result, the current breakers 8a and 8b are turned on, and the current breaker 8c is turned on when the capacitor 11 is fully charged. The power supply to 6a is established, and the vehicle can be accelerated within the range of the power stored in the power storage device 7.

  In addition, the power used for that purpose is equipped with an overhead wire, a third rail, etc., and the voltage detector 51d determines the situation where power can be obtained from the current collector 3a, and the inverter device 6a determines the motors 13a and 13b. By determining the situation in which the vehicles 1a and 1b are not accelerating by driving, the circuit breaker 8c is turned on, and the inverter circuit 12 outputs the electric power obtained from the current collector 3a or the electric power generated by the motors 13a and 13b. The power storage device 7 is charged with electric power to be used.

  That is, according to the present invention, a power storage device is mounted on at least one of the vehicles constituting the train formation, and power can be obtained from the outside such as an overhead wire, and the power is not consumed by the inverter device. In a situation where the device is charged and electric power cannot be obtained from the outside such as an overhead line, a railway vehicle drive system that can accelerate the vehicle by supplying electric power from the power storage device to the inverter device can be provided.

FIG. 3 is a diagram showing a device control system of the electric railway vehicle drive system according to the embodiment of the present invention.
Here, an operation control system of the breaker 8c (BLB) and the breaker 8d (BK1) for controlling the charging and discharging of the power storage unit 15 will be described.

  First, a control method when charging the power storage unit 15 will be described. The comparator 16a receives the overhead line voltage V_s and outputs an overhead line voltage state (high level) flag (Vs_high_flg) when V_s is larger than a predetermined value. When the overhead line voltage V_s is less than Vs0, “Vs_high_flg = 0” is output. When “Vs_high_flg = 0”, when the overhead wire voltage V_s increases to Vs1 or more, “Vs_high_flg = 1” is output. When “Vs_high_flg = 1”, when the overhead line voltage V_s decreases to less than Vs0, “Vs_high_flg = 0” is output.

  The comparator 16b receives the power storage means SOC (State of Charge) and outputs an SOC (low) flag (SOC_low_flg) when the SOC is smaller than a predetermined value. When the power storage unit SOC is less than SOC0, “SOC_low_flg = 1” is output. When “SOC_low_flg = 1”, when the power storage unit SOC increases to SOC1 or more, “SOC_low_flg = 0” is output. When “SOC_low_flg = 0”, when the power storage unit SOC decreases to less than SOC1, “SOC_low_flg = 1” is output.

  The AND circuit 17a displays the LB1 on state flag (LB1_flg) indicating the on state of the current breaker 8a, the LB2 on state flag (LB2_flg) indicating the on state of the current breaker 8b, and the on state of the current breaker 9. The circuit breaker ON state flag (LBHB_flg) is output with the HB ON state flag (HB_flg) shown. When all of LB1_flg, LB2_flg, and HB_flg are “1”, “LBHB_flg = 1” is output, and when any of LB1_flg, LB2_flg, and HB_flg is “0”, “LBHB_flg = 0” is output.

  The AND circuit 17b receives the overhead line voltage state (high level) flag (Vs_high_flg), the SOC (low level) flag (SOC_low_flg), and the LB2 ON state flag (LB2_flg) indicating the ON state of the circuit breaker 8b as inputs. The BLB ON request flag (BLBON_00_flg) that prompts the input of the device 8c (BLB) is output. When all of Vs_high_flg, SOC_low_flg, and LB2_flg are “1”, “BLBON_00_flg = 1” is output, and when any of Vs_high_flg, SOC_low_flg, and LB2_flg is “0”, “_BLON” is 0.

  The AND circuit 17c receives the BLB ON request flag (BLBON_00_flg) and the non-powering gate start signal (NPGST_flg) in which the power running gate start flag (PGST_flg) is set to negative logic by the logic inversion circuit 18, and receives the circuit breaker 8c (BLB ) Is input, a BLB ON command flag (BLBON_flg) is output. When both BLBON_00_flg and NPGST_flg are “1”, “BLBON_flg = 1” is output, and when either BLBON_00_flg or NPGST_flg is “0”, “BLBON_flg = 0” is output.

  Next, a control method for discharging the power storage unit 15 will be described. The comparator 16c receives the overhead wire voltage V_s and outputs an overhead wire voltage state (low) flag (Vs_low_flg) when V_s is smaller than a predetermined value. When the overhead line voltage V_s is less than Vs0, “Vs_low_flg = 0” is output. When “Vs_low_flg = 0”, when the overhead line voltage V_s increases to Vs1 or more, “Vs_low_flg = 1” is output. When “Vs_low_flg = 1”, when the overhead line voltage V_s decreases to less than Vs0, “Vs_low_flg = 0” is output.

  The comparator 16d receives the power storage unit SOC and inputs an SOC (high) flag (SOC_high_flg) when the SOC is greater than a predetermined value. When the power storage unit SOC is less than SOC0, “SOC_high_flg = 1” is output. When “SOC_high_flg = 1”, when the power storage unit SOC increases to SOC1 or more, “SOC_high_flg = 0” is output. When “SOC_high_flg = 0”, “SOC_high_flg = 1” is output when the power storage unit SOC decreases to less than SOC1.

  The AND circuit 17d receives the overhead line voltage state (low level) flag (Vs_low_flg), the forwarding ATC flag (AOS_flg), and the battery travel command flag (BRON_flg), and outputs a battery travel enable flag (BREBL_flg). When all of Vs_low_flg, BRON_flg, and BREBL_flg are “1”, “BREBL_flg = 1” is output, and when any of Vs_low_flg, BRON_flg, and BREBL_flg is “0”, “BREBL_flg = 0” is output.

  The AND circuit 17e receives the battery running valid flag (BREBL_flg), the LB2 on-state flag (LB2_flg) indicating the ON state of the circuit breaker 8h, and the SOC (high level) flag (SOC_high_flg) as inputs, and the circuit breaker 8c (BLB). A BLB ON request flag (BLBON_10_flg) that prompts the user to input is output. When all of BREBL_flg, LB1_flg, and SOC_high_flg are “1”, “BLBON_10_flg = 1” is output, and when any of BREBL_flg, LB1_flg, and SOC_high_flg is “0”, “BLBON_10_” is output.

  The time delay element (at the time of falling) 19 receives the BLB on request flag (BLBON_10_flg) as an input, and when BLBON_10_flg changes from “1” to “0”, the time delay element 19 is disconnected as a flag that delays the change by the time Tdof. The BLB ON command flag (BLBON_flg), which is an input command for the device 8c (BLB), is output.

  The AND circuit 17f includes a BLB ON command flag (BLBON_flg), a BLB ON state flag (BLB_flg) indicating the ON state of the breaker 8c (BLB), and an HB ON state flag indicating the ON state of the breaker 9 (HB). With the inversion of (HB_flg) as an input, a BK1 ON request flag (BK1ON_0_flg) that prompts to turn on the breaker 8d (BK1) is output. When all of BLBON_flg, BLB_flg, and HB_flg are “1”, “BK1ON_0_flg = 1” is output, and when any of BLBON_flg, BLB_flg, and HB_flg is “0”, “BK1ON_0_flg = 0” is output.

  The time delay element (at the time of rising) 20 receives a BK1 ON request flag (BK1ON_0_flg) as an input, and when BK1ON_0_flg changes from “1” to “0”, the time delay element 20 is a flag that delays the change by the time Tdon. A BK1 ON command flag (BK1ON_flg), which is an input command of 8d (BK1), is output.

  As described above, in the present embodiment, the charging of the power storage means 15 is performed when the output voltage of the current collector 3a is not less than a predetermined value and the power conversion device 6a does not consume the power obtained from the current collector 3a. The current that charges the power storage unit 15 is charged by the resistor 14b using the power obtained from the current collector 3a so that the power storage unit 15 is charged until the amount of power stored in the power storage unit 15 reaches a predetermined value. The circuit breaker 8d is opened so that the power storage means 15 is discharged, and the output voltage of the current collector 3a is less than a predetermined value, and the power storage amount of the power storage means 15 is less than a predetermined value. At this time, the circuit breaker 8c is turned on by an operation from the cab so that power can be supplied from the power storage means 15 to the power converter 6a, and the current discharged from the power storage means 15 is the resistor 14b. Is supplied to the power converter 6a without going through Sea urchin, turning on the breaker 8d.

  That is, according to the present invention, a power storage device is mounted on at least one of the vehicles constituting the train formation, and power can be obtained from the outside such as an overhead wire, and the power is not consumed by the inverter device. In a situation where the device is charged and electric power cannot be obtained from the outside such as an overhead wire, a railway vehicle drive system capable of supplying the electric power of the power storage device to the inverter device and accelerating the vehicle can be provided.

FIG. 4 is a waveform diagram showing equipment operations in an embodiment of the electric railway vehicle drive system of the present invention. FIG. 4 shows the operation sequence of each device in the time chart of the horizontal axis time when charging the power storage means 15 and when discharging from the power storage means 15.
(1) When Charging Power Storage Unit 15 A device operation sequence when charging the power storage unit 15 with electric power obtained from the current collector 3a will be described. The power storage means 15 is charged when the current collector 3a is in a state where power can be obtained from power supply equipment such as an overhead wire or a third rail, and power is supplied to the inverter circuit 12, and the vehicles 1a, 1b, 1c are powered. It is determined that the vehicle is in a ready state where it can accelerate and decelerate by regenerative braking. However, in the state where the vehicle is accelerating, the power storage unit 15 is not charged because priority is given to the power supply from the current collector 3a to the inverter circuit 12.

  A state in which the power collecting device 3a is in contact with the overhead wire, the third rail, and the like is determined by the fact that the overhead wire voltage V_s has reached a predetermined value or more. At this time, when the current breakers 8a and 8b (LB1 and LB2) are turned on, the capacitor 11 is charged by the power from the current collector 3a. Since the current for charging the capacitor 11 flows via the resistor 14a, an excessive current does not flow.

  The voltage V_fc between the terminals of the capacitor 11 is detected by the voltage detector 51b. When this voltage reaches the vicinity of the overhead wire voltage V_s, the completion of charging of the capacitor 11 is determined, and the current breaker 9 (HB) is turned on. As a result, current can flow from the current collector 3a to the inverter circuit 12 without passing through the resistor 14a, and the vehicles 1a, 1b, and 1c are in a preparation state in which acceleration by power running and deceleration by regenerative braking can be performed.

  In this preparation state, when the charged amount (SOC) of the power storage means 15 is less than the predetermined value SOC_H, charging of the power storage means 15 is started by turning on the circuit breaker 8c (BLB). However, in the state where the vehicle is accelerating, priority is given to the power supply from the current collector 3a to the inverter circuit 12, so the circuit breaker 8c (BLB) is not turned on and the power storage means 15 is not charged. At this time, since a current for charging the power storage means 15 flows from the current collector 3a via the resistor 14b, an excessive charging current does not flow. When the charged amount (SOC) of the power storage means 15 exceeds a predetermined value SOC_H, the circuit breaker 8c is opened to complete the charging.

(2) When the power storage means 15 is discharged An apparatus operation sequence when the electric power 13a, 13b is driven by supplying the discharge power of the power storage means 15 to the inverter device 12 will be described. The electricity storage means 15 is discharged in a state where the current collector 3a cannot obtain power from power supply facilities such as an overhead wire and a third rail, and the vehicles 1a, 1b and 1c are in an operating state different from the commercial operation. It is performed by determining that discharging of the power storage means 15 is permitted by the operation of the driver. At this time, the discharge power of the power storage means 15 can be supplied to the inverter device 12 to drive the electric motors 13a and 13b to accelerate the vehicles 1a, 1b and 1c.

  A state in which the current collector 3a is not in contact with the overhead wire, the third rail, or the like and is not supplied with power is determined by the overhead wire voltage V_s being less than a predetermined value. Further, it is determined that the automatic train control device (ATC) has not received a predetermined command signal that the vehicles 1a, 1b, and 1c are in an operation state different from the commercial operation. When these two judgments are established, when the battery power command (Battery Run Command) of the power storage means 15 is output by the driver's operation, the circuit breakers 8b and 8c (LB2, BLB) are turned on, The capacitor 11 is charged by the electric power of the power storage means 15. Since the current for charging the capacitor 11 flows through the resistor 14b, an excessive current does not flow.

  The voltage V_fc between the terminals of the capacitor 11 is detected by the voltage detector 51b, and when this reaches the vicinity of the voltage V_s between the terminals of the power storage means 15, it is determined that the charging of the capacitor 11 is completed, and the circuit breaker 8d (BK1) is turned on. . As a result, a current can flow from the power storage means 15 to the inverter circuit 12 without passing through the resistor 14b, and the vehicles 1a, 1b, and 1c are in a ready state that can be accelerated by power running.

  Driving the motors 13a, 13b by the inverter circuit 12 accelerates the vehicles 1a, 1b, 1c and increases the speed. On the other hand, since the energy required for acceleration is supplied by the power storage means 15, the power storage amount SOC of the power storage means 15 decreases. When the charged amount (SOC) of the power storage means 15 falls below a predetermined value SOC_L, the circuit breaker 8c (BLB) and the circuit breaker 8d (BK1) are opened to complete the discharge. As a result, no power is supplied to the inverter circuit 12, and the driving of the electric motors 13a and 13b is also terminated.

FIG. 1 is a diagram showing a basic configuration of an embodiment of an electric railway vehicle drive system according to an embodiment of the present invention. FIG. 2 is a diagram showing a device configuration of an electric railway vehicle drive system according to an embodiment of the present invention. FIG. 3 is a diagram showing a control method of equipment of the drive system for the electric railway vehicle according to the embodiment of the present invention. FIG. 4 is a waveform diagram showing the overall operation of the embodiment of the electric railway vehicle drive system according to the embodiment of the present invention. FIG. 5 is a diagram showing a conventional electric vehicle drive system.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Inter-vehicle connector 3 Current collector 4 Bogie 5 Wheel shaft 6 Inverter device 7 Power storage device 8 Current breaker 9 Current breaker 10 Reactor 11 Capacitor 12 Inverter circuit 13 Electric motor 14 Resistor 15 Power storage means 16 Comparator 17 AND circuit 18 logic inversion circuit 19 time delay element (at rising)
20 hours delay element (at the time of falling)
DESCRIPTION OF SYMBOLS 30 Grounding point 51 Voltage detector 52 Current detector 102 Pantograph 103 Inverter control device 105 Charging device 106 Storage battery 107 Three-phase alternating current motor 121 Changeover switch 122 Pantograph disconnection switch 123 Interlocking contact with pantograph disconnection switch 124 Storage battery power source contact of auxiliary circuit Excitation coil 125 Main circuit storage battery power contact excitation coil 126 Main circuit main contact excitation coil 128 Main circuit main contact 130 Main circuit storage battery contact 131 Auxiliary circuit storage power supply contact 132 Auxiliary circuit part 133 Circuit breaker

Claims (1)

A first power supply means for obtaining power from outside the vehicle;
A second power supply means installed in the vehicle and having a power storage function;
Power conversion means for converting DC power obtained from the first and second power feeding means into AC power;
An AC motor driven by AC power converted by the power conversion means and generating a force to pull the vehicle;
In a drive system for an electric railway vehicle equipped with
A first circuit breaker connected between the first power supply means and the second power supply means and capable of selectively controlling the charge and discharge interruption and flow of the second power supply means. When,
A resistor connected in series with the first current breaker and for reducing the current input to and output from the second power feeding means;
A second breaker connected in parallel with the resistor and capable of selectively controlling breakage and flow;
When charging the second power supply means, the current passes through the resistor without going through the second circuit breaker,
When discharging the second power supply means, the current passes through the second circuit breaker ,
When the output voltage of the first power supply means is less than a predetermined value, and the amount of electricity stored in the second power supply means is greater than a predetermined value,
In response to turning on of the first circuit breaker by an operation from the cab, the second power supply means discharges from the second power supply means so as to enable power supply from the second power supply means to the power conversion means. ,
And, the current discharged from the second power supply means is supplied to the capacitor of the power converter via the resistor, the charging completion of the capacitor is judged, and the current is discharged without passing through the resistor. The electric railcar drive system , wherein the second circuit breaker is operated so as to be supplied to the power conversion means .

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