GB2525279A - Railway vehicle driving device - Google Patents

Railway vehicle driving device Download PDF

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Publication number
GB2525279A
GB2525279A GB1502173.6A GB201502173A GB2525279A GB 2525279 A GB2525279 A GB 2525279A GB 201502173 A GB201502173 A GB 201502173A GB 2525279 A GB2525279 A GB 2525279A
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United Kingdom
Prior art keywords
electric power
storage device
power converter
reference voltage
power storage
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Granted
Application number
GB1502173.6A
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GB201502173D0 (en
GB2525279B (en
Inventor
Masataka Ayata
Takeshi Shinomiya
Tsutomu Miyauchi
Keiko Teramura
Takashi Kaneko
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Hitachi Ltd
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Hitachi Ltd
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • B60L9/22—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines polyphase motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/16—Dynamic electric regenerative braking for vehicles comprising converters between the power source and the motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/427—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

A railway vehicle driving device includes a first power converter 1 for driving a three-phase motor 3 by converting DC power input from overhead wiring 2 into three-phase AC power. A power storage device 7 is installed on the vehicle and is capable of charging and discharging DC power. A second power converter 4 controls the current flowing between the power storage device and the first electric power converter and is characterized in that while the first electric power converter is in a power running operation or a regenerative operation, the second electric power converter switches an operation mode of the power storage device to at least two or more operation modes among three operation modes: a charging mode, a discharge mode, and a stop mode, depending on least one of a voltage of the overhead wiring and an input voltage of the first electric power converter.

Description

[Document Name] DESCRIPTION
[Title of Invention] RAILWAY VEHICLE DRIVING DEVICE
[Technical Field]
[0001] The present invention relates to a railway vehicle driving device. Particularly, the invention is suited for use in a railway vehicle driving device equipped with a power storage device.
[Background Art]
[0002] In recent years, a regenerative brake that obtains a braking force by having a traction motor operate as a generator upon braking is used for railway vehicles.
Since the regenerative brake obtains the braking force by consuming electric power generated by the traction motor, a load is required to use the regenerative brake.
[0003] Regarding a general railway vehicle, other railway vehicles in power running operation running in the same feeder section as that of the relevant railway vehicle is used as the load. In other words, as the electric power generated by the regenerative brake is returned to overhead wiring and then reused by other railway vehicles as power-running electric power, the regenerative brake contributes to railway energy saving.
[0004] If the number of railway vehicles running in the same feeder section under the above-described circumstance is large, there is a high probability that railway vehicles in regenerative operation and railway vehicles in power running operation are balanced equally; however, if the number of railway vehicles running in the same feeder section is small, the railway vehicles in the regenerative operation and the railway vehicles in the power running operation may not be balanced equally and the number of railway vehicles in the regenerative operation may be larger than those in the power running operation, thereby causing lack of regenerative loads. In this case, regenerative electric power increases a direct-current voltage of an inverter device, which exceeds an allowable voltage of the inverter device.
[0005] Then, light-load regenerative control to suppress the regenerative electric power is performed before the voltage exceeds the allowable voltage and lack of the braking force is supplemented by an air brake. Furthermore, if no railway vehicle in the power running operation which serves as a load exists, loss of the regenerative brake occurs, by which the electric power can no longer be returned to the overhead wiring; and while the regenerative brake is lost, the regenerative brake does not operate and only the air brake is used to stop the vehicles.
[0006] In any case, the air brake which is incapable of reusing energy will be used, so that the energy saving effect by the regenerative brake will reduce.
[0007] Accordingly, the existence of loads to consume the regenerative brake electric power is required in order to return the regenerative brake electric power to the overhead wiring. Therefore, there is a method capable of obtaining the energy saving effect by the regenerative brake, regardless of whether any other railway vehicles in the power running operation exist or not, by providing a power storage device capable of storing the regenerative brake electric power. As for a position to locate the power storage device, the power storage device may be installed together with power supply equipment which is primarily located on the ground, or may be installed together with the inverter device on a vehicle.
[0008] If the power storage device is installed together with the power supply equipment on the ground under the above-described circumstance, charging and discharging may possibly be conducted between a plurality of railway vehicles and it is thereby necessary to increase the capacity of a storage battery. Therefore, in many cases, an installment space cannot be secured in, for example, an inner-city area and the power storage equipment cannot be installed on the ground.
Furthermore, an absorption effect will reduce unless the railway vehicles regenerate the electric power near the power storage equipment. Accordingly, regarding the location to install the power storage device, it may possibly be installed together with the inverter device on a vehicle in many cases.
[0009] When the power storage device is installed together with the inverter device on a vehicle, it is possible to absorb not only the regenerative electric power of the relevant vehicle, but also the regenerative electric power of other vehicles via the overhead wiring. So, a further energy saving effect can be expected.
[0010] Patent Literature 1 discloses, as a energy-saving system in a case where a power storage device is installed on a vehicle, a system for acquiring operation information about other vehicles during coasting or in a stopped state by a communication means and sending and receiving electric power between train sets by charging and discharging the electric power from the power storage device according to the acquired information.
[Citation List] [Patent Literature] [0011] [Patent Literature 1] Japanese Patent Application Laid-Open (Kokai) Publication No. 201 2-1 75803
[Summary of Invention]
[Technical Problem] [0012] However, Patent Literature 1 limits exchanges of the electric power between the railway vehicle, on which the power storage device is installed, and other railway vehicles to during coasting or in the stopped state and does not describe operation during power running or regeneration.
[0013] Therefore, for example, when the railway vehicle equipped with the power storage device is in the power running operation and many railway vehicles which are not equipped with the power storage device and are in the regenerative operation exist around the railway vehicle equipped with the power storage device and if the railway vehicle equipped with the power storage device discharges the electric power from the power storage device and uses it as power running energy, that means a reduction of the regenerative loads for the other railway vehicles, which are not equipped with the power storage device and are in the regenerative operation, and the other railway vehicles will thereby tend to easily enter a light-load regeneration state.
[0014] In this case, the sole railway vehicle equipped with the power storage device may have the energy saving effect, but a consumption amount of the electric power of the entire feeding system may not be reduced in some cases because the other railway vehicles which are not equipped with the power storage device perform light-load regenerative control.
[0015] Similarly, when the railway vehicle equipped with the power storage device is in the regenerative operation and there are a large number of railway vehicles, which are not equipped with the power storage device and are in the power running operation, around the railway vehicle equipped with the power storage device and if the power storage device is charged with the regenerative electric power of its railway vehicle where there are many regenerative loads, the electric power returning to the overhead wiring will decrease. As a result, the electric power will be supplied to the railway vehicles, which are not equipped with the power storage device and are in the power running operation, not from the railway vehicle located near them and in the regenerative operation, but from an electric power substation located far away. So, transmission loss will increase.
[0016] The present invention was devised in consideration of the above-described circumstances and suggests a railway vehicle driving device capable of enhancing the energy saving effect.
[Solution to Problem] [0017] In order to solve the above-mentioned problems, a railway vehicle driving device according to the present invention includes a first electric power converter for driving a three-phase motor by converting direct-current power input from overhead wiring into a three-phase alternating current, a power storage device which is installed on a vehicle and is capable of charging and discharging the direct-current power, and a second electric power converter for controlling an electric current flowing between the power storage device and the first electric power converter is characterized in that while the first electric power converter is in a power running operation or a regenerative operation, the second electric power converter switches an operation mode of the power storage device to at least two or more operation modes among three operation modes, that is, a charge operation, a discharge operation, and stop, according to at least one of a voltage of the overhead wiring and an input voltage of the first electric power converter.
[Advantageous Effects of Invention] [0018] The energy saving effect can be enhanced according to the present invention.
[Brief Description of Drawings]
[0019] [Fig. 1] Fig. 1 is an electric circuit diagram of a railway vehicle driving device according to this embodiment; [Fig. 2] Fig. 2 is a diagram illustrating operation of a second electric power converter during power running; [Fig. 3] Fig. 3 is a diagram illustrating the relationship between supplied electric power and a discharge operation; [Fig. 4] Fig. 4 is a diagram illustrating the relationship between an upper limit value and an electric current; [Fig. 5] Fig. 5 is a diagram illustrating operation of the second electric power converter during regeneration; [Fig. 6] Fig. 6 is a diagram illustrating the relationship between the upper limit value and the electric current; [Fig. 7] Fig. 7 is an electric circuit diagram of a railway vehicle driving device according to another embodiment; [Fig. 8] Fig. 8 is a diagram illustrating a flow of the electric current during a discharge operation; and [Fig. 9] Fig. 9 is a diagram illustrating a flow of the electric current during a charge operation.
[Description of Embodiments]
[0020] An embodiment of the present invention will be described below in detail with reference to drawings.
[0021] Fig. 1 shows an electric circuit of a railway vehicle driving device 100 according to this embodiment. Firstly, the configuration of each component of the railway vehicle driving device 100 will be explained. A first electric power converter 1 is configured by including switching elements lato if and drives a three-phase motor 3 by converting direct-current power supplied from overhead wiring via a pantograph 2 into three-phase alternating-current power.
[0022] A filter reactorS together with a filter capacitor 6 serves to eliminate a ripple component contained in the electric current flowing from the overhead wiring. A second electric power converter 4 is a DC-DC converter configured by including switching elements 4a to 4b and controls charge operation or discharge operation of a power storage device 7 by controlling the electric current flowing into a reactor 8.
[0023] A capacitor 9 serves to absorb the ripple component in the charging and discharging current to the power storage device 7. Incidentally, if a switching frequency of the second electric power converter 4 is a high frequency or if the ripple component contained in the charging and discharging current is suppressed to a value equal to or lower than an allowable value of the power storage device 7 because of, for example, a large capacity of the reactor 8, the capacitor 9 should not necessarily be installed.
[0024] A switch 10 is a switch for separating an overhead wiring side and a main circuit and is composed of at least two or more circuit breakers and contactors; and a charging resistor for the filter capacitor 6 is connected in parallel to one of the circuit breakers or the contactors.
[0025] A switch 11 is a switch for electrically separating the power storage device 7 when the power storage device 7 is not used or needs to be protected. Incidentally, the switch 11 may be composed of only a vacuum circuit breaker or an electromagnetic contactor or may be combined with a knife switch that can open the power storage device 7 manually.
[0026] A control device 12 is an electronic circuit generally composed of a microcomputer, an analogue circuit, and IC devices and outputs signal Pi for controlling the first electric power converter 1 and signal Pc for controlling the second electric power converter 4 to the first electric power converter 1 and the second electric power converter 4, respectively.
[0027] Next, specific operation of the railway vehicle driving device 100 will be explained. Once the first electric power converter 1 starts power running operation, the control device 12 always monitors a voltage of at least one of the overhead wiring and the filter capacitor 6 and compares the monitored voltage with a first reference voltage Vi and a second reference voltage V2 which is higher than the first reference voltage Vi.
[0028] Then, the control device i2 generates signal PC for controlling the second electric power converter 4 based on the comparison result and outputs the generated signal Pc to the second electric power converter 4. The second electric power converter 4 controls the charge and discharge operation of the power storage device 7 based on the signal Pc from the control device 12.
[0029] Fig. 2 shows the operation of the second electric power converter 4 during power running. The operation of the second electric power converter 4 during the power running is decided by the control device i2 based on the relationship between the monitored voltage and the first reference voltage Vi and the second reference voltage V2.
[0030] The first reference voltage Vi and the second reference voltage V2 may change according to a charging rate of the power storage device 7 or have hysteresis to prevent an increase of operation switching frequency. Furthermore, the discharge operation of the power storage device 7 is performed only when the electric power supplied to the three-phase motor 3 exceeds predetermined reference electric power.
[0031] Fig. 3 shows the relationship between the supplied electric power and the discharge operation. Regarding the power running, when the first electric power converter i starts the power running operation, the control device i2 calculates the electric power supplied from the first electric power converter 1 to the three-phase motor 3; and only when the calculated supplied electric power exceeds the predetermined reference electric power, the control device i2 determines that charging from the power storage device 7 is possible.
[0032] The electric power supplied to the three-phase motor 3 may be calculated based on a tractive force by the three-phase motor 3 and a vehicle speed or based on a shaft torque of the three-phase motor 3 and the number of revolutions.
Furthermore, the supplied electric power may be calculated based on the electric current output from the first electric power converter 1 and a line-to-line voltage or phase voltage of the three phases. Incidentally, it is necessary to consider efficiency of the components when calculating the electric power.
[0033] Specific operation will be described with reference to Fig. 2 and Fig. 3. If the monitored voltage in a state judged to be dischargeable is equal to or lower than the first reference voltage Vi, the control device 12 controls the second electric power converter 4 to discharge the electric power from the power storage device 7 to the first electric power converter 1.
[0034] When this happens, the control device 12 controls the second electric power converter 4 so that the electric power discharged from the power storage device 7 does not exceed the electric power supplied from the first electric power converter i to the three-phase motor 3. Alternatively, only an amount of electric power in excess of the reference electric power, which is determined by the control device 12 as being dischargeable from the power storage device 7, may be discharged.
[0035] Next, if the monitored voltage in the state judged to be dischargeable exceeds the first reference voltage Vi, the control device i2 determines that another railway vehicle which requires a regenerative load has appeared; and the control device 12 avoids performing the operation of the second electric power converter 4 in order to prevent lack of the regenerative load. Furthermore, if the monitored voltage exceeds the first reference voltage Vi while the second electric power converter 4 is active, the control device 12 stops the operation of the second electric power converter 4 at that moment.
[0036] When this happens, if the monitored voltage rises and becomes closer to the first reference voltage Vi, the discharging electric current from the power storage device 7 may be controlled to be suppressed so that the operation of the first electric power converter 1 will not become unstable due to a sudden stop of the second electric power converter 4.
[0037] Furthermore, if the monitored voltage exceeds the second reference voltage V2, the control device 12 judges that the regenerative load is insufficient even if the discharge operation from the power storage device 7 is stopped; and the control device 12 controls the second electric power converter 4 to charge the electric power from the overhead wiring to the power storage device 7. Incidentally, when performing the charge operation, it is unnecessary for the control device 12 to judge that discharging is possible.
[0038] Fig. 4 shows the relationship between an upper limit value of the electric current, which can be applied to the switch 10, and the electric current. In some cases, the upper limit value of the electric current which can be applied to the switch may be preset. In this case, the control device 12 always calculates the electric current flowing through the switch 10 to the first electric power converter 1 based on an instructed value given to the first electric power converter 1.
[0039] If a sum value of the electric current flowing to the first electric power converter 1 and the maximum electric current which can be applied to the second electric power converter 4 exceeds an upper limit value of the switch 10, the electric current flowing to the second electric power converter 4 is controlled so that the sum value does not exceed the upper limit electric current value of the switch 10.
[0040] Incidentally, Fig. 2 shows the use of three kinds of operation modes according to the value of the monitored voltage; however, two kinds of modes, the discharge mode and the charge mode, may be used to switch between them during power running by integrating the first reference voltage Vi and the second reference voltage V2 and eliminating the stop mode.
[0041] Moreover, two types of operation modes, the discharge mode and the stop mode, may be used to switch between them without providing the second reference voltage V2. Furthermore, the first reference voltage Vi and the second reference voltage V2 may change according to the charging rate of the power storage device 7 or may have hysteresis to prevent operation switching frequency from increasing.
[0042] Next, operation during regeneration will be explained. Once the first electric power converter i starts regenerative operation, the control device 12 always monitors at least one voltage of the overhead wiring and the filter capacitor 6, and compares the monitored voltage with a third reference voltage V3, which is higher than the first reference voltage Vi and equal to or lower than the second reference voltage V2, and a fourth reference voltage V4 lower than the first reference voltage Vi. The third reference voltage V3 is a reference voltage related to the charge operation of the second electric power converter 4 during the regeneration. The purpose of the charge operation is to make the power storage device 7 operate as a regenerative load when the regenerative load is insufficient. So, the third reference voltage V3 is set higher than the first reference voltage Vi and the fourth reference voltage Vi which are related to the discharge operation. The second reference voltage V2 is a reference voltage related to the charge operation during power running. If the charge operation is performed easily during the power running, the charging rate of the power storage device 7 becomes close to a full charge during the regeneration and the charge operation cannot be performed during the regeneration, thereby possibly resulting in a state where an air brake needs to be used in combination. If usage frequency of the air brake becomes high, maintenance cost for, for example, exchange of brake pads will increase. So, it is desirable that the usage frequency of the air brake should be kept low. Accordingly, regarding the charge operation during the power running, the second reference voltage V2 is set ii to a value equal to or higher than the third reference voltage V3 in order to suppress the operation frequency. On the other hand, the fourth reference voltage V4 is a reference voltage related to the discharge operation during the regeneration. If the discharge operation is performed easily during the regeneration, the charging rate will decrease and discharging may not be performed during next power running. In order to prevent this, the fourth reference voltage V4 is set to a value lower than the first reference voltage Vi. Accordingly, by setting the second reference voltage V2 to a value equal to or higher than the third reference voltage V3 and setting the fourth reference voltage V4 to a value lower than the first reference voltage Vi, it becomes easy to make the regenerative electric power of the relevant vehicle absorbed by the power storage device 7 and use the electric power stored in the power storage device 7 of the relevant vehicle as power-running electric power of that vehicle.
Specifically speaking, the power storage device of the relevant vehicle can be used easily as a charging means and discharging means required by that vehicle and it is possible to reduce the occurrence of, for example, regeneration loss or lack of the power-running electric power.
[0043] Fig. 5 shows the operation of the second electric power converter 4 during the regeneration. The operation of the second electric power converter 4 during the regeneration is decided by the control device 12 based on the relationship between the monitored voltage and the third reference voltage V3 and the fourth reference voltage V4.
[0044] When the monitored voltage is equal to or higher than the third reference voltage V3, the control device 12 controls the second electric power converter 4 to charge part of the electric power, which is to be returned to from the three-phase motor 3 to the overhead wiring, to the power storage device 7. When this happens, the electric power charged to the power storage device 7 is controlled so that it will not exceed the electric power generated by the three-phase motor 3.
[0045] Next, when the monitored voltage is lower than the third reference voltage V3, the control device 12 determines that another railway vehicle which becomes a regenerative load has appeared; and then the control device 12 avoids performing the operation of the second electric power converter 4 in order to reduce the electric power to be supplied from the electric power substation.
[0046] Furthermore, if the monitored voltage becomes lower than the third reference voltage V3 while the second electric power converter 4 is active, the operation of the second electric power converter 4 is stopped at that moment. Then, if the monitored voltage decreases and becomes closer to the reference voltage V3, the charging electric current from the power storage device 7 may be controlled to be suppressed in order to prevent the operation of the first electric power converter 1 becoming unstable due to the sudden stop of the second electric power converter 4.
[0047] Furthermore, when the monitored voltage becomes lower than the fourth reference voltage V4, the control device 12 determines that the electric power supplied from the electric power substation is increasing even though the operation to discharge the power storage device 7 is stopped; and the control device 12 controls the second electric power converter 4 to discharge the electric power from the power storage device 7 to the overhead wiring.
[0048] Fig. 6 shows the relationship between an upper limit value of the electric current which can be applied to the switch 10, and the electric current. The upper limit value of the electric current which can be applied to the switch 10 may be preset.
In this case, the control device 12 always calculates the electric current flowing from the first electric power converter 1 through the switch 10 to the overhead wiring based on an instructed value given to the first electric power converter 1.
[0049] If a sum value of the electric current flowing to the first electric power converter 1 and the maximum electric current flowing from the second electric power converter 4 exceeds the upper limit value of the switch 10, the electric current flowing from the second electric power converter 4 is controlled so that the sum value does not exceed the upper limit electric current value of the switch 10.
[0050] Incidentally, Fig. S shows the use of three kinds of operation modes according to the value of the monitored voltage; however, two kinds of operation modes, the discharge mode and the charge mode, may be used to switch between them during the regeneration by integrating the third reference voltage V3 and the fourth reference voltage V4 and eliminating the stop mode. Moreover, two types of operation modes, the charge mode and the stop mode, may be used to switch between them during the regeneration without providing the fourth reference voltage V4.
[0051] If the railway vehicle driving device 100 according to this embodiment is used as described above, it is possible to achieve energy saving of not a sole vehicle, but the entire feeding system by estimating a ratio of a regenerating vehicle(s) to a regenerative load vehicle(s) based on the state of an overhead wiring voltage and switching between charging and discharging of the power storage device 7.
[0052] Incidentally, Fig. 1 of this embodiment illustrates that the first electric power converter 1 drives one three-phase motor 3; however, however, the first electric power converter 1 may be configured to drive a plurality of three-phase motors 3.
Furthermore, the second electric power converter 4 is composed of one phase, but may be composed of a plurality of phases. In this case, the reactor B is installed for each phase.
[0053] Next, another embodiment will be explained with reference to Fig. 7 to Fig. 9.
Fig. 7 illustrates an electric circuit of a railway vehicle driving device 100A according to another embodiment. The difference between this embodiment and the above-described embodiment is that the second electric power converter 4 is composed of two phases or more. Incidentally, the same reference numerals are assigned to components which are common with those in Fig. 1 and an explanation about them has been omitted.
[0054] The control device 12 controls the charging and discharging current to the power storage device 7 so that its instructed value will become a sum of the electric current to the reactor 8a and the reactor 8b. Incidentally, each phase constituting the second electric power converter 4 may operate as the same phase or may operate with a phase difference.
[0055] Next, specific operation will be explained. An explanation will be given about a case where the first reference voltage Vi and the second reference voltage V2 are integrated during power running or a case where the difference between the first reference voltage Vi and the second reference voltage V2 is small and the discharge mode is shifted to the charge mode, or vice versa, without going through the stop mode upon a sudden change of the electric current in the overhead wiring.
[0056] If the charging electric current or the discharging electric current to the power storage device 7 under this circumstance is equal to or less than a half of a maximum electric current applied to the power storage device 7, the second electric power converter 4 does not operate at least the switching elements of one phase and performs charging or discharging by using the rest of the switching elements.
When this happens, if each phase constituting the second electric power converter 4 operates with a phase difference, a switching frequency is set higher than when all phases are active.
[0057] Fig. 8 and Fig. 9 show flows of electric currents during the discharge operation and the charge operation. If the operation mode of the second electric power converter 4 is switched between the charge mode and the discharge mode without going through the stop mode due to fluctuations of the electric power in the overhead wiring, switching elements which were active before switching do not operate and the operation after switching is performed by switching elements which were not active before switching.
[0058] When the third reference voltage V3 and the fourth reference voltage V4 are integrated during the regeneration or when the difference between the fourth reference voltage V4 and the fourth reference voltage V4 is small and the discharge operation is shifted to the charge operation, or vice versa, without going through the stop state upon a sudden change of the electric current in the overhead wiring, the same operation is performed as in the case of power running. As a result, the operation is performed stably even when the operation mode of the second electric power converter 4 is switched between the discharge mode and the charge mode without going through the stop mode.
[0059] Incidentally, Fig. 7 shows that the first electric power converter 1 drives one three-phase motor 3; however, the first electric power converter 1 may be configured to drive a plurality of three-phase motors 3. Furthermore, Fig. 8 shows that the electric current is controlled to flow to the reactor 8a during the discharge operation and Fig. 9 shows that the electric current is controlled to flow to the reactor Sb during the charge operation; however, the electric current may be controlled to flow to the reactor Sb during the discharge operation and flow to the reactor Sa during the charge operation.
[Reference Signs List] [0060] 1, 4 electric power converters 2 pantograph 3 three-phase motor filter reactor 6 filter capacitor 7 power storage device 8, 8a, 8b reactors 9 capacitor 10, 11 switches 12 control device 1 a to 1 d and 4a to 4d switching elements Pi, Pc control signals
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