JP2000083302A - Power accumulation type motor, power accumulation method using this motor, transportation system using motor-driven vehicle and transportation method in this system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transport system using a motor-driven vehicle which can utilize regenerative power more efficiently, and furthermore, avoid electromagnetic interfer ence, etc., and a transportation method in the transportation system using the motor- driven mobile element. SOLUTION: An electric railroad system 1 has an electric railroad vehicle 20 which has a 1st receiving unit 21 receiving an external power, an inverter unit 22, a power accumulation unit 23, a converter unit 24, a driving unit 27A, driving wheels 27a and a control unit 26, stations 12, and station power supply facilities 13A, etc. When the vehicle stops at the station, the control unit 26 brings the 1st receiving unit 21 into contact with the station power supply facility 13A to receive the external power which is accumulated in the power accumulation unit 23. When the vehicle is running, the control unit 26 makes the accumulated power converted into an AC power by the inverter unit 22 to drive a motor. When the vehicle is in a braking state, etc., the control unit 26 makes the driving unit 25A regenerate a power and makes the regenerative power converted into a DC power by the converter unit 22 and then makes the DC power accumulated in the power accumulation unit 23.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power storage type electric motor, a power storage method using the electric power storage type motor, a transportation system using an electric vehicle including a train on a railway, and an electric vehicle. The present invention relates to a transportation method in a transportation system.

[0002]

2. Description of the Related Art Conventionally, an "electric power regenerative braking system" is known as a braking system for railway vehicles such as electric locomotives and electric trains (hereinafter referred to as "electric railway vehicles"). This electric power regenerative braking system uses a driving motor of an electric railway vehicle as a generator, generates electric power by rotating energy of an axle of a driving wheel, performs braking of the vehicle, and generates electric power generated by the electric power generation (hereinafter referred to as “regeneration”). This is a method of returning electric power to an overhead trolley line that supplies electric power to electric railway vehicles. According to the electric power regenerative braking method, there is an advantage that electric energy can be effectively used as compared with a method in which generated electric power is consumed as heat energy of a resistor.

[0003]

However, the above-described conventional power regenerative braking system has the following problems.

The regenerative current contains many harmonic components, and when such a regenerative current is returned to the overhead trolley wire, noise is mixed into the electric equipment in a neighboring house or the like, and various electromagnetic interferences are caused. And so on.

When the regenerative electric power is returned to the overhead trolley line, if another electric railway vehicle is running on the overhead trolley line section in the same substation tube at that time, the regenerative electric power is again supplied by the other electric railway vehicle. However, if such conditions are not satisfied, the regenerative power is only partially consumed as electrical resistance on the overhead trolley line, and the rest is not reused. Therefore, effective use of electric energy cannot be achieved.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and it is an object of the present invention to solve the above problem by using an electric motor capable of effectively utilizing regenerative power and preventing occurrence of electromagnetic interference and the like. It is an object of the present invention to provide a transportation system using a body and a transportation method in a transportation system using an electric vehicle.

[0007]

According to a first aspect of the present invention, there is provided a power storage type electric motor which is disposed at a position opposed to the stator and is rotatable. A two-rotor, a first rotor disposed at a position facing the second rotor and configured to be rotatable, and continuously suppressing the rotation of the second rotor or suppressing the rotation of the second rotor. Releasable second rotor clutch means;
Power input / output means capable of receiving power input from the outside and outputting power to the outside, wherein the first rotor and the second rotor constitute the first motor so as to form a motor.
A cage-shaped inductor, a wire-wound inductor, a coil member, a permanent magnet member, a ferromagnetic member, or an appropriate combination thereof, provided on the rotor or the second rotor; And a coil member, a permanent magnet member, a ferromagnetic member, or an appropriate combination thereof is disposed on the second rotor or the stator such that the stator constitutes an electric motor, and the second rotor clutch means is provided. In the state where the rotation of the second rotor is suppressed by the above, the power input / output means generates a rotationally moving magnetic field between the first rotor and the second rotor, thereby causing the first rotor to rotate.
A first rotation state in which the rotor is rotated, the rotation of the second rotor is continuously released by the second rotor clutch means, and the rotational energy of the first rotor is transferred to the second rotor; A second rotation state in which both the first rotor and the second rotor are rotated and the second rotor is used as a flywheel to store the rotational energy;
The first rotation state or the second rotation state is used as a rotation drive source by using the rotation axis of the first rotor in either state, and the second rotation state is fixed to the second rotor in the second rotation state. A rotating element is used as a generator, and the rotational energy stored in the second rotor is extracted as electric energy by the power input / output means.

According to a second aspect of the present invention, in the power storage type electric motor of the first aspect, the power input / output from the outside in the power input / output means is DC power. The power input / output unit converts the input DC power into AC power to generate a rotating magnetic field in the first rotation state, and converts AC electric energy extracted from the second rotation state into DC power. And DC / AC conversion means for outputting the output.

According to a third aspect of the present invention, in the power storage type motor of the first aspect, the power input / output from the outside in the power input / output means is AC power. The power input / output unit changes the frequency of the input AC power, converts the input AC power into a new arbitrary AC power of an arbitrary value, generates a rotating magnetic field in the first rotation state, and is taken out of the second rotation state. AC frequency conversion means for changing the frequency of the AC electric energy and converting the frequency into new arbitrary AC power having an arbitrary value is provided.

According to a fourth aspect of the present invention, there is provided a power storage method using a power storage type electric motor, wherein a second stator is disposed at a position facing the stator and is rotatable.
A rotor, a first rotor arranged at a position facing the second rotor and configured to be rotatable;
A second rotor clutch means capable of suppressing rotation of the rotor or continuously releasing the suppression of rotation, and a power input / output means capable of receiving power input from the outside and outputting power to the outside. A coil member, a permanent magnet member, a ferromagnetic member, or an appropriate combination thereof is disposed on the first rotor or the second rotor so that the first rotor and the second rotor constitute an electric motor. And a coil member, a permanent magnet member, a ferromagnetic member, or an appropriate combination thereof is disposed on the second rotor or the stator so that the second rotor and the stator constitute an electric motor. To form a power storage type electric motor, and in a state where the rotation of the second rotor is suppressed by the second rotor clutch means, the power input / output means connects the first rotor to the first rotor. Generating a rotationally moving magnetic field between the two rotors so as to rotate the first rotor to a first rotation state, and continuously releasing the rotation of the second rotor by the second rotor clutch means; The rotational energy of a first rotor is transferred to the second rotor, and the first rotor and the second rotor are rotated.
A second rotation state in which both of the rotors are rotated and the second rotor is used as a flywheel to accumulate the rotation energy; and the first rotation state in either the first rotation state or the second rotation state. By using the rotation axis of the rotor as a rotation drive source, the second
In the rotating state, the second rotor and the stator are used as a generator, and rotational energy stored in the second rotor is extracted as electric energy by the power input / output unit.

According to a fifth aspect of the present invention, there is provided a transportation system using an electric vehicle, a power receiving unit capable of taking in external power supplied from outside, and a power storage unit in the vehicle for storing the external power as stored power. An electric driving source that rotates by the stored power, a driving wheel that is rotationally driven by the electric driving source, and an electric vehicle having power control means,
A stop facility where the electric vehicle stops to take in or take down the transported object transported by the electric vehicle into the electric vehicle, and an external unit that is disposed at the stop facility and that can supply the external power. In a transportation system using an electric vehicle including a power supply unit, the power control unit is configured to electrically couple the power reception unit to the external power supply unit when the electric vehicle stops at the stop facility. Receiving the supply of the external power from the external power supply means, storing the received external power as the stored power in the power storage means in the moving body, and when driving the electric vehicle, the power storage means in the moving body Taking out the stored electric power from the electric driving source, controlling the rotation speed of the electric driving source to control the traveling speed of the electric vehicle, and During braking the running of the electric vehicle, the electric driving source is rotated by using as a generator, and characterized in that accumulated in the mobile unit storage means regenerative power generated as the storage power.

According to a sixth aspect of the present invention, there is provided a transportation system using an electric vehicle, wherein the power receiving means is capable of taking in AC external power supplied from the outside, and converting AC power into DC first converted power. (1) power conversion means, power storage means in a moving body for storing DC power as stored power, and DC power
A second power conversion unit that converts the power into a second converted power that is an AC power of a frequency, an electric drive source that includes an induction motor or a synchronous motor and rotates by the AC power, and a drive that is rotationally driven by the electric drive source. A wheel, an electric vehicle having power control means, a stop facility at which the electric vehicle stops to take in or take off a transported object transported by the electric vehicle, and the stop facility A transportation system using an electric vehicle provided with external power supply means capable of supplying the external power, wherein the power control means controls the power reception when the electric vehicle stops at the stop facility. Means for electrically coupling the external power supply means, receiving the external power supply from the external power supply means, and receiving the received external power from the first power supply means. Sent to the conversion means is stored in said mobile unit storage means as said accumulated power after conversion to the first conversion power, the electric during driving travel of the moving body, the moving body storage means from the take-out the accumulated electric power said second
Controlling the value of the first frequency in the second power converter, sending the converted second converted power to the electric drive source, and controlling the rotation speed of the electric drive source. Controlling the traveling speed of the electric vehicle,
And, during braking travel of the electric vehicle, the electric driving source is rotated using the generator as a generator, and the generated AC regenerative power is sent to the first power converter and converted into the first converted power. It is characterized in that the stored electric power is stored in the power storage means in the moving body.

According to a seventh aspect of the present invention, there is provided a transportation system using the electric vehicle according to the fifth or sixth aspect, wherein the electric vehicle is supported and guided while supporting the electric vehicle. It is characterized by having a support guideway for traveling.

In the transportation system using the electric vehicle according to the present invention, in the transportation system using the electric vehicle according to the fifth or sixth aspect, the power storage means in the vehicle may include a rotation center line. A flywheel held rotatably around and, while rotating the flywheel by electromagnetic action from the supplied power, converts the electrical energy of the supplied power into rotational kinetic energy of the flywheel and stores it. Energy conversion means for converting the rotational kinetic energy stored in the rotating flywheel into another electric energy by the reverse action of the electromagnetic action, recovering the electrical energy, and outputting it as the stored power to the outside. It is characterized by having.

According to a ninth aspect of the present invention, there is provided a transportation system using an electric vehicle according to the fifth or sixth aspect, wherein the power storage means in the vehicle comprises a capacitor or a storage battery. A plurality of the power storage elements as a power storage element, a power storage circuit configured by performing serial connection or parallel connection or series-parallel connection appropriately combining these, and charging the power storage elements of the power storage circuit, and the power storage circuit. It is characterized by having an electric circuit opening / closing means for extracting power from each power storage element.

According to a tenth aspect of the present invention, there is provided a transportation system using the electric vehicle according to the fifth or sixth aspect, wherein the external power supply means includes the stop facility and the stop facility. The apparatus has a continuous power supply unit continuously arranged including an intermediate section between the stop facilities, and the power reception unit performs electrical coupling with the continuous power supply unit during movement of the electric vehicle, Receiving the external power from the continuous power supply means or returning the regenerated power to the continuous power supply means.

Further, according to the present invention, there is provided a transportation method in a transportation system using an electric vehicle, wherein the power receiving means is capable of taking in external power supplied from the outside, and the power storage in the vehicle stores the external power as stored power. Means, an electric drive source rotated by the stored power, a drive wheel rotated by the electric drive source, an electric vehicle having power control means, and a transported object transported by the electric vehicle. Transportation using an electric vehicle including a stop facility where the electric vehicle stops to take in or take off the electric vehicle, and an external power supply unit that is arranged in the stop facility and can supply the external power. A transportation method in a system, wherein when the electric vehicle stops at the stop facility by the power control unit, the power receiving unit Controlling to be electrically coupled with the power supply means, receiving the supply of the external power from the external power supply means, storing the received external power in the power storage means in the moving body as the stored power, At the time of driving traveling, the stored electric power is taken out from the power storage means in the moving body and sent to the electric driving source to control the rotation speed of the electric driving source to control the traveling speed of the electric moving body, and During the braking operation of the body, the electric drive source is rotated as a generator, and the generated regenerative power is stored in the power storage means in the moving body as the stored power.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a transportation system using an electric vehicle according to the present invention will be described in detail with reference to the drawings.

(1) First Embodiment FIG. 1 is a conceptual block diagram showing the overall configuration of an electric railway system according to a first embodiment of the present invention. FIG.
FIG. 2 is a conceptual block diagram showing a more detailed configuration of an electric railway vehicle in the electric railway system shown in FIG.

As shown in FIG. 1, the electric railway system 1 includes a ground facility 10A and an electric railway vehicle 20A. Here, the electric railway vehicle 20A corresponds to an electric vehicle.

The ground equipment 10A includes a track 11 and a station 12
, A station power supply facility 13A, and a substation 14. Here, the track corresponds to a support guideway. Station 1
2 corresponds to a stop facility. Station power supply facility 13
A and the substation 14 constitute an external power supply unit.

Although not shown, the track 11 includes a support structure such as a concrete member, a steel member, an earth structure, a ballast ballast, and a sleeper or a slab mat provided on the support structure. It has a rail support and a rail laid on the rail support.

The station 12 has a station building 12a, which is a building related to the station, and a platform 12b for passengers to be transported. In addition, station power supply facility 13A,
It is a member made of a good electric conductor such as copper (Cu) or a copper alloy, and is installed in the vicinity of the track 11 in the premises of the station 12 or the like.
The station power supply facility 13A may be a linear one extending in the track direction or a point-like one installed at a limited location. Substation 14
Converts AC power from a commercial power supply or the like to a predetermined voltage and converts it to DC, and supplies the DC power to the station power supply facility 13A.

The electric railway vehicle 20A includes a first power receiving unit 21, an inverter unit 22, and a switch S1 (FIG. 2).
(A), a power storage unit 23A, and a converter unit 24.
, Drive / power generation unit 25A, control unit 26, drive wheel 2
7a and a driven wheel 27b. Here, the first power receiving unit 21 corresponds to a power receiving unit. In addition, power storage unit 2
3A corresponds to a power storage means in the moving body. The drive / power generation unit 25A corresponds to an electric drive source. Further, the control unit 26 corresponds to a power control unit.

The first power receiving section 21 includes a first power receiving member 21a.
And a movable member 21b. First power receiving member 21a
Is a member made of a good electrical conductor such as copper (Cu), copper alloy, or carbon (C). In addition, the movable member 2
1b is attached to a first power receiving drive source (not shown). The first power receiving drive source (not shown) includes a spring expansion / contraction mechanism, an electric motor, a hydraulic cylinder, a compressed air cylinder, a hydraulic cylinder, an electromagnet solenoid, and the like.

The inverter section 22 is composed of a semiconductor element or the like, and converts an input direct current into a three-phase alternating current and outputs it. The frequency of the output three-phase alternating current can be adjusted and controlled. The switch S1 is arranged between the first power receiving member 21a and the power storage unit 23A, and opens and closes a circuit electrically.

The power storage unit 23A has a function of storing the input DC as stored power. The power storage unit 23A
Although not shown, for example, it can be constituted by a storage battery (secondary battery) including a nickel hydride battery, a lithium ion battery and the like.

An example of the power storage unit 23A is an "ultra capacitor". As shown by 23A 'in FIG. 3, this ultracapacitor uses a plurality of storage elements each including a capacitor Cu, a resistor R, and a Zener diode Dz, and connects these storage elements in series or in parallel, or a suitable combination of these. In addition, a power storage circuit is configured by performing serial / parallel connection.

A large-capacity capacitor is used as the capacitor Cu. A Zener diode Dz is connected to each storage element, and each capacitor Cu is connected to a power input line via the Zener diode Dz. The Zener diode Dz performs the function of a “contactless switch” that can perform electrical switching (opening and closing an electrical circuit) without a contact. With such a configuration, it is possible to store and extract a large amount of power.

Therefore, it is possible to exhibit a much higher charge / discharge performance than a single storage battery or several storage batteries. In the above, the non-contact switch corresponds to an electric circuit opening / closing means.

In place of the capacitor Cu in each of the above-described storage elements, a storage battery (secondary battery) including a nickel-metal hydride battery, a lithium ion battery, or the like may be used.

In addition, although not shown, as a power storage means other than the above, a liquid (for example, oil having a predetermined composition) stored in the pressure vessel is applied with pressure and held, and energy is stored and stored by this pressure. A configuration (accumulator) that takes out stored energy by releasing the applied pressure may be used.

Although not shown, the power storage unit 23A includes a resistor and a switch for switching the input to the resistor.

The converter section 24 is a device which comprises a semiconductor element or the like and converts a three-phase alternating current into a direct current and outputs it.

The drive / generator 25A is provided with an AC motor (not shown) such as an induction motor or a synchronous motor, and a power transmission mechanism (not shown) such as a gear mechanism. The AC motor rotates at a rotation speed corresponding to the frequency of the AC. At this time, control of a known PWM inverter, a PWM converter, and the like in the electric railway is performed. The rotation of the AC motor is transmitted to drive wheels 27a by a power transmission mechanism. The driven wheel 27b is a wheel that is not driven and rotates according to the traveling of the vehicle.

The control unit 26 includes a main control unit 26a,
It has a display unit 26b. The input / display unit 26b transmits an input operation from a driver or the like to the main control unit 26a, and displays an in-vehicle signal, vehicle-related information, or the like to the driver or the like. The main control unit 26a is a computer having a central processing unit (not shown), an information storage unit (not shown), and the like. The main control unit 26a is connected to the above-described components of the electric railway vehicle 20A, and controls these components.

The electric railway vehicle 20A has a brake device (not shown).

Next, the operation of the electric railway system 1 according to the first embodiment will be described.

First, as shown in the upper part of FIG. 1, when the electric railway vehicle 20A arrives at the station 12 and stops, the main control unit 26a operates the operation program stored in the information storage unit (not shown). The stop of the vehicle at the station is detected based on data, notification information from outside the vehicle, or an input operation from a driver or the like. Accordingly, the main control unit 26a sets the first power receiving unit 2
1 and outputs a power receiving start command signal to the switch S
1 to output a conduction command signal.

When the first power receiving section 21 receives the power receiving start command signal from the main control section 26a, it drives the first power receiving driving source to extend the movable member 21b downward in the drawing, and the first power receiving member 21a It is pressed into contact with the station power supply facility 13A. Thereby, the first power receiving member 21a and the station power supply facility 13A are electrically coupled. Since direct current from the substation 14 is supplied to the station power supply facility 13A, this direct current power is taken into the vehicle from the first power receiving member 21a. Part of the taken-in DC power is stored in power storage unit 23A via switch S1. A part of the taken DC power is sent to the inverter unit 22. The power taken into the vehicle from the first power receiving member 21a corresponds to external power. In addition, as shown in FIG.
2 ', a switch S2 is further provided before the main control unit 26.
The opening and closing may be controlled by a.

In this case, the main control unit 26 a
The information from the power storage unit A is monitored, and when the power storage amount of the power storage unit 23A reaches a predetermined value, a power reception stop command signal is output to the first power reception unit 21 and the first power reception drive source is turned in the opposite direction to the above. To move the movable member 21b upward in the figure, separate the first power receiving member 21a from the station power supply facility 13A, and output a disconnection command signal to the switch S1 to connect the first power receiving member 21a to the power storage unit 23A. The interval is cut off and further storage is stopped.

Next, when the time at which the electric railway vehicle 20A departs from the station 12 is reached, the main control unit 26a operates the operation program data stored in the information storage unit (not shown) or informs from outside the vehicle. It is detected that the departure time of this vehicle from the station is obtained by information or an input operation from a driver or the like. Accordingly, the main control unit 26a sets the first power receiving unit 2
1 to output a power receiving stop command signal and switch S
1 outputs a disconnection command signal. At this time, as described above,
A power reception stop command signal has already been output to the first power receiving unit 21,
When the disconnection command signal is output to the switch S1, the state is maintained.

Next, the main control unit 26a starts the vehicle by operating program data stored in an information storage unit (not shown), signal information from outside the vehicle, or a start input operation by a driver or the like. Detect what to do. Accordingly, the main controller 26a outputs a start command signal to the inverter 22. Thereby, in inverter unit 22, the stored power from power storage unit 23A is converted into three-phase AC power and sent to driving / power generation unit 25A.

At this time, the main control unit 26a determines the speed at which the vehicle travels by operating program data stored in an information storage unit (not shown), signal information from outside the vehicle, or an input operation from a driver or the like. And sets an AC frequency setting command signal corresponding to the set vehicle speed to the inverter unit 22.
And the frequency of the three-phase alternating current is set to a predetermined value corresponding to the set vehicle speed.

The AC motor (not shown) in the drive / power generation unit 25A rotates at a rotation speed according to the first frequency when the second converted power of the three-phase AC is supplied. This rotation is transmitted to the drive wheels 27a by a power transmission mechanism (not shown) in the drive / power generation unit 25A, and the electric railway vehicle 20A
Performs driving while being controlled at the set vehicle speed.

Next, the main control unit 26a coasts the vehicle by operating program data stored in an information storage unit (not shown), signal information from outside the vehicle, or a start input operation by a driver or the like. Or, it detects that braking is required. Accordingly, the main control unit 26a outputs a disconnection command signal to the switch 24b and outputs a conduction command signal to the switch 22c. Thereby, the drive / power generation unit 25
No driving three-phase AC power is sent to A.

The AC motor M in the drive / generator 25A is
When the three-phase AC power is no longer supplied, it functions as a generator. For this reason, regenerative electric power of three-phase alternating current is generated according to the rotation speed, and this regenerative electric power is sent to the converter unit 24. Converter unit 24 converts the transmitted regenerative electric power (three-phase alternating current) into DC electric power, sends the converted electric power to electric storage unit 23A, and causes electric storage unit 23A to store the electric power as accumulated electric power.

In this case, the main control unit 26a
The information from the power storage unit 23A is monitored, and when the power storage amount of the power storage unit 23A reaches a predetermined value, the input is switched to the side of a resistor (not shown) in the power storage unit 23A, and the surplus power beyond that is output by a resistor The battery is consumed as heat of the container, and overcharging of the power storage unit 23A is prevented. Alternatively, as shown in FIG. 2C, an inverter / converter unit 22A is provided in place of the inverter unit 22 and the converter unit 24, and a pantograph 28b and a switch S3 are further provided so that surplus power that cannot be stored can be supplied to an imaginary trolley wire. You may be comprised so that it may return to.

As described above, the vehicle travels between the stations and stops by the regenerative brake, and finally stops at the next station by a brake device (not shown). Thereafter, operations such as power storage, drive running, coasting running, braking and the like are repeated as described above.

The electric railway system 1 according to the first embodiment has the following advantages.

1) The regenerative power containing the harmonic component is converted to direct current, stored in the power storage unit, reused as a driving power source, and is not discharged to the outside. When the current is returned to the overhead trolley wire, there is no danger of electrical equipment noise or various electromagnetic disturbances in surrounding private houses or the like.

2) Unlike the conventional case where the regenerative electric power is reused only under predetermined conditions, the regenerative electric power is reused in its own vehicle, so that the electric energy is reliably used effectively. be able to. Therefore, the regeneration does not expire because it does not depend on the presence or absence of another train.

3) The electric power for running the vehicle is supplied only at the station, and in the intermediate section between the stations, the power storage unit in the vehicle is used as a power source. Therefore, an overhead trolley line between the stations must be installed. This is unnecessary and can be easily realized even in a non-electrified section with a small investment cost. In a section where stations with short inter-station distances are continuous, station power supply facilities may be provided every two stations or every three stations. In addition, when the distance between stations is long or on a steep slope section, a temporary stop point such as a signal place may be arranged and a power supply facility may be provided in addition to the station where passengers get on and off.

4) The electric power for running the vehicle is supplied only at the station, and in the intermediate section between the stations, the contact sliding current collection between the power receiving equipment such as a pantograph and the overhead trolley line is performed as in the related art. Since there is no consumable member due to wear, such as current collecting members and trolley wires, the operating cost of the transportation system can be reduced.

(2) Second Embodiment Next, a second embodiment of the transportation system using the electric vehicle according to the present invention will be described in detail with reference to the drawings. FIG. 4 is a conceptual block diagram illustrating a more detailed configuration of the electric railway vehicle in the electric railway system according to the second embodiment of the present invention. Here, the electric railway vehicle 20B,
20B 'corresponds to an electric vehicle. Basically, Fig. 4
As shown in (A), an input inverter (for example, a converter / inverter unit 22C) and an output converter (for example, an inverter / converter unit 24A) are required.

The difference between the second embodiment and the first embodiment is that, as shown in FIG. 4B, a cycloconverter 24B is provided instead of the inverter, and a power storage unit 23B is provided instead of the power storage unit 23A. Power storage unit 23B
When the is a flywheel, the capacity of the inverter unit can be reduced.

Power storage unit 23B directly stores AC power,
It also outputs AC power. An example of such a power storage unit 23B is a combination of a cycloconverter and a flywheel power storage device. The flywheel type power storage device includes an AC motor 235a and a flywheel 235c attached to a motor rotating shaft 235b of the AC motor 235a, as shown by 23B 'in FIG.
And input / output terminals 235d, 235e, and 235f.

With such a configuration, the input / output terminal 235
d to 235f, thereby rotating the AC motor 235a to rotate the flywheel 235c.
And the input AC electric energy can be stored as rotational kinetic energy of the flywheel 235c.

The AC motor 235a functions as an AC generator when used in reverse, so that the flywheel 23
During the rotation of 5c, AC power can be extracted from the input / output terminals 235d to 235f. In this manner, electrical energy is stored using flywheel 235c,
Or can be taken out. In the case of the flywheel type power storage device 23B ', since the AC power can be stored as it is and output as AC power, the inverter function for converting AC into DC (for example, the inverter unit 22 in the first embodiment) is used for replenishment. Only small capacity is required.

The electric railway vehicle 20B as described above
As a flywheel type power storage device mounted on a vehicle, the direction of the center line of the electric motor rotating shaft 235b is parallel to the center line of the wheel axle of the wheel of the electric railway vehicle 20B (hereinafter referred to as “x-axis direction”).
That. ), The direction of the center line of the electric motor rotating shaft 235b is a direction parallel to the traveling direction of the electric railway vehicle 20B (hereinafter, referred to as “y-axis direction”), and the center line of the electric motor rotating shaft 235b. May be a direction perpendicular to the plane formed by the x-axis and the y-axis (hereinafter, referred to as “z-axis direction”).

Of these cases, the motor rotation shaft 235
When the direction of the center line of b is the x-axis direction, the number of flywheel power storage devices 23B 'may be one, or may be two or more. There is no particular problem regardless of the direction of rotation of the flywheel 235c.

However, when the direction of the center line of the motor rotation shaft 235b is the y-axis direction, the flywheel 235
Since the reaction force of the rotation force c (hereinafter, referred to as “rotation reaction force”) acts on the electric railway vehicle 20B, two flywheel power storage devices that rotate in opposite directions are arranged on the center line of the vehicle. Then, it is necessary to cancel each rotation reaction force. In the case where two or more motors are provided, it is necessary to mount two motors which rotate in opposite directions to each other as a set, and to mount the motor on a vehicle in a set unit.

Also, when the direction of the center line of the electric motor rotating shaft 235b is the z-axis direction, since the rotational reaction force of the flywheel 235c acts on the electric railway vehicle 20B, the two flywheels rotating in opposite directions to each other. Wheel-type power storage device,
It is necessary to arrange them so that they are located on the center line of the vehicle and symmetrically with respect to the center point of the vehicle, and cancel their respective rotational reaction forces. In the case where two or more motors are provided, it is necessary to mount two motors which rotate in opposite directions to each other as a set, and to mount the motor on a vehicle in a set unit.

In the case of the flywheel in the z-axis direction, when the motor rotation shaft 235b is tilted from a vertical line (a line in the direction toward the center of the earth), a restoring force for restoring the original vertical line is generated. Therefore, it is necessary to support the entire flywheel type power storage device by a mechanism called a “gimbal mechanism”. What is the gimbal mechanism?
This is a mechanism having two or three rotation axes orthogonal to each other and capable of imparting angular movement in two or three directions orthogonal to each other, and is a known mechanism used for a gyrocompass or the like.

When the rotational speed of the flywheel decreases, the accumulated rotational kinetic energy also decreases.
For this reason, it is necessary to minimize the decrease in the rotational speed of the flywheel in order to prevent a decrease in the stored energy.
Factors that reduce the flywheel rotation speed include friction of the bearing of the flywheel shaft and air resistance. Therefore, in order to use a low-friction bearing for the flywheel shaft or to suppress air resistance, the entire flywheel is placed inside a closed chamber, and the air inside the closed chamber is evacuated to make a substantially vacuum state. It is effective to take such measures.

(3) Third Embodiment Next, a third embodiment of the transportation system using the electric vehicle according to the present invention will be described in detail with reference to the drawings. FIG. 6 is a conceptual block diagram illustrating a more detailed configuration of the electric railway vehicle in the electric railway system according to the third embodiment of the present invention.

As shown in FIG. 6, the electric railway system 3 according to the third embodiment includes a ground facility 10 B and an electric railway vehicle 20.
C. Here, the electric railway vehicle 20
C corresponds to the electric vehicle.

The ground equipment 10B is provided with the above-mentioned ground equipment 10B.
In addition to the components exactly the same as A, there is further provided an overhead trolley line 15 that is continuously arranged including the intermediate section between the stations. The other components have the same configuration and operation as the components of the ground facility 10A, and thus description thereof will be omitted.

The overhead trolley wire 15 is a linear member made of a good electrical conductor such as copper (Cu) or a copper alloy, and is stretched at a position above a track between stations. A substation (not shown in FIG. 6; 14 in FIG. 1)
See ) Is configured to transform AC power from a commercial power supply or the like into a predetermined voltage and supply the converted voltage. Here, the overhead trolley line 15 forms an external power supply means together with a station power supply facility (not shown in FIG. 6; see 13A in FIG. 1) and a substation. Further, the overhead trolley wire 15 and the substation constitute continuous power supply means.

The electric railway vehicle 20C has a switch S
9 and the inverter / converter unit 22E, in addition to the same components as the electric railway vehicle 20A described above,
Further, it has a pantograph 28b. The other components have the same configuration and operation as the components of the electric railway vehicle 20A, and a description thereof will be omitted. Here, the pantograph 28b corresponds to a power receiving unit together with the first power receiving unit 21.

The power receiving section of the pantograph 28b is made of copper (C
u), a copper alloy, or a member made of a good electrical conductor such as carbon (C). Also, the pantograph 28b
Is attached to a second power receiving drive source (not shown).
The second power receiving drive source (not shown) includes a spring expansion / contraction mechanism,
Electric motor, hydraulic cylinder, compressed air cylinder,
It is composed of a hydraulic / pneumatic cylinder, an electromagnetic solenoid, and the like. The switch S9 is provided between the pantograph 28b and the power storage unit 23A, and between the pantograph 28b and the inverter /
It is arranged in the middle of the converter section 22E and switches so as to select one of the two electric circuits.

Next, the operation of the electric railway system 3 according to the third embodiment will be described.

The electric railway system 3 of the third embodiment has almost the same operation as the electric railway system 1 of the first embodiment. The difference between the electric railway system 3 of the third embodiment and the electric railway system 1 of the first embodiment in operation is that, in an intermediate section of a station, the amount of power stored in the power storage unit 23A travels to the next station. This is a measure to be taken when the required power is less than the required power.

In the case of the electric railway system 3 of the third embodiment, an overhead trolley line 15 is installed between stations. For this reason, when the amount of stored power between the stations is insufficient as described above, the main control unit 26a uses the notification information from the power storage unit 23A or the input operation from the driver or the like to input the amount of power stored in the power storage unit 23A. Detect shortage. Accordingly, the main control unit 26a outputs a power receiving start command signal to a second power receiving drive source (not shown) and outputs a switching command signal for switching the switch S9.

The second power receiving drive source (not shown) is
When the power reception start command signal is received from 6a, the pantograph 28b is driven so as to be deformed upward in the figure, and the pantograph 28b is pressed against the overhead trolley wire 15. As a result, the pantograph 28b and the overhead trolley wire 15 are electrically connected. In case of city rail, fictitious trolley line 15
In general, 1500 V DC is supplied from a substation (not shown in FIG. 6; see 14 in FIG. 1). This DC power is taken into the vehicle from the pantograph 28b and sent through the switch S9. Pantograph 28b
The electric power taken into the vehicle from corresponds to the external electric power. In the case of an AC section, it is taken in from a pantograph, stepped down by a transformer, and converted from AC to DC by a converter.

In this case, main control unit 26 a
The information from A is monitored, and when the power storage amount of the power storage unit 23A reaches a predetermined value, a power reception stop command signal is output to the second power reception unit 28, and the second power reception drive source is turned in the opposite direction to the above. To deform the pantograph 28b upward in the figure, separate the pantograph 28b from the imaginary trolley wire 15, and output a disconnection command signal to the switch S9 to cut off the connection between the pantograph 28b and the power storage unit 23A. To stop power storage. In addition, even if these controls are not performed, in the city, transmission and reception to and from the battery are performed to some extent in balance with external voltage fluctuations.

When the electric motor functions as a generator and regenerates electric power, the configuration is as shown in FIG. 6B.

The electric railway system 3 of the third embodiment has the following advantages in addition to the same advantages as 1), 2) and 4) in the first embodiment.

5) The electric power for running the vehicle can be supplied even between stations, so that it is possible to prevent the electric power from being stuck between the stations due to the shortage of the electric power stored in the power storage unit. It is not necessary to provide an additional power supply facility even in a section requiring a large amount of power such as a steep slope section.

6) In a section where a private house or the like does not exist in the vicinity, there is no fear of electrical equipment noise or various electromagnetic disturbances due to harmonics of regenerative power. In such a section, the switch S10 in FIG. Switching to the second power receiving unit 28 allows the regenerative power to return to the overhead trolley line 15 and return to another train. For this reason, in preventing overcharging of the power storage unit, it is possible to use energy more effectively than simply consuming heat by the resistor.

(4) Fourth Embodiment Next, a fourth embodiment of the transportation system using the electric vehicle according to the present invention will be described in detail with reference to the drawings. FIG. 7 is a conceptual block diagram illustrating a more detailed configuration of the electric railway vehicle in the electric railway system according to the fourth embodiment of the present invention.

As shown in FIG. 7, the electric railway system 4 according to the fourth embodiment includes ground facilities (not shown) and an electric railway vehicle 20D. Here, the electric railway vehicle 20D corresponds to an electric vehicle.

The fourth embodiment differs from the above-described embodiment in that different ground equipment and different electric railway vehicles 20 are used.
D. Although the overall configuration of the ground equipment is not shown, a track 11 exactly the same as the above-described ground equipment 10A, a station 12 (not shown, see FIG. 1),
It has a station power supply facility 13B that is different from the above-described ground facility. The station power supply facility 13B is a member having the same material and shape as the station power supply facility 13A described above.
Is installed in the vicinity of the track 11 in the premises. The station power supply facility 13B is supplied with DC power from a DC power supply facility (not shown). DC power supply facility (not shown)
Converts AC power from a commercial power supply or the like to a predetermined voltage, converts the AC power to DC by a rectifier (not shown), and supplies the DC to the station power supply facility 13B. Here, station power supply facility 13B
The DC power supply facility (not shown) constitutes an external power supply unit.

On the other hand, the electric railway vehicle 20D of the fourth embodiment
Is different from the electric railway vehicle of the above embodiment in that the power storage unit 2
3A, 23B, a power storage / drive unit 25C having these functions instead of the drive / power generation unit 25A, and a switch S1.
2 is provided. The other components have the same configuration and operation as the components of the electric railway vehicle according to the above-described embodiment, and a description thereof will not be repeated.

Next, the electric railway vehicle 20D of the fourth embodiment
The configuration and operation of the power storage / drive unit 25C will be described in detail with reference to FIG.

As shown in FIG. 8, this storage / drive unit 25
C is a switch S13 and an inverter / converter unit 2
52A1, a converter / inverter unit 252A2,
It has a power storage type AC motor 254A, a second rotor clutch mechanism 255, and a storage battery 256. Here, the inverter / converter unit 252A1 corresponds to DC / AC conversion means, and the second rotor clutch mechanism 255
It corresponds to a rotor clutch means.

The inverter / converter section 252A
1 includes a semiconductor element such as a thyristor (see T1 to T6 in FIG. 9) and the like. Steps down a DC input from one direction, converts it to AC, and outputs it. This is a device that boosts and rectifies the input AC to DC and outputs it. When only the former is used, it is called a PWM inverter, and when it is used only as the latter, it is called a PWM converter.

FIG. 9 is a circuit diagram showing a configuration of an inverter / converter formed of a PWM inverter. As shown in FIG. 9, thyristors T1, T2, T3, T4, T
5, T6 are energized by 120 electrical degrees in synchronization with the phases of the load voltages e1, e2, and e3. In this manner, DC can be boosted and converted into three-phase AC having three phases of U-phase, V-phase, and W-phase. On the other hand, when used in reverse, 3
Phase alternating current can be reduced to direct current and rectified.

The power storage type AC motor 254A includes a stator 2540A, a first rotor 2541A, and a second rotor 2541A.
542A and a slip ring 2546A (see FIG. 10). A stator coil member 2543A (see FIG. 10) is provided inside the stator 2540A. Further, a first rotor coil member 2544A (see FIG. 10) is provided outside the first rotor 2541A. The detailed configuration of this power storage type AC motor will be described later.

The second rotor clutch mechanism 255 has a clutch drive source 255a and a clutch disk 255b. The clutch drive source 255a includes a hydraulic cylinder, a compressed air cylinder, an electromagnetic solenoid, a device in which a mechanism for converting circular motion such as a crank mechanism or a pinion / rack mechanism to linear motion is attached to a rotary drive source such as an electric motor, or the like. Under the control of the main control unit 26a connected to the main control unit 26a, the substantially disk-shaped clutch disk 255b can be pressed against or released from the second rotor 2542A of the power storage type AC motor 254A.

An electromagnet (not shown) is provided on the surface of the clutch disk 255b, and the clutch disk 225b is electrically connected to the second rotor 2542A by energization.
, The rotation of the second rotor 2542A can be inhibited, or the inhibition of the rotation of the second rotor 2542A can be continuously released. Further, the second rotor can be locked by energizing the stator, so that the clutch can be omitted.

The storage battery 256 is a secondary battery including a nickel hydride battery, a lithium ion battery and the like, and stores DC power.

Next, the power storage type AC motor 25
The configuration and operation of 4A will be described in detail with reference to FIGS. FIG. 10 is a diagram showing the configuration of the power storage type AC motor shown in FIG. 8, in which FIG. 10 (A) shows an exploded perspective view and FIG. 10 (B) shows a cross-sectional view.

As shown in FIGS. 8 and 10, the stator 25
40A is a member fixed to the electric railway vehicle 20D, and has a substantially cylindrical cavity inside. A plurality of stator coil members 2543A are arranged on the inner wall surface of the cavity, and the stator coil members 2543A are connected to each other by a connection method described later.

The second rotor 2542A is accommodated in the cavity inside the stator 2540A. The second rotor 2542A is a nonmagnetic cage inductor, a wound inductor, or a massive ferromagnetic member made of a ferromagnetic material such as mild steel or silicon steel, and has a substantially cylindrical cavity at the center. Are formed in a cylindrical shape or a thick cylindrical shape. The outer diameter of second rotor 2542A is set to a value smaller than the inner diameter of the cavity of stator 2540A. Also, the second
The vicinity of both ends of the rotor 2542A is supported by bearings (not shown), and the outer surface of the second rotor 2542A is fixed to the stator 254.
It is configured to be able to rotate without contacting the inner wall surface of the 0A cavity.

The first rotor 2541A is accommodated in the cavity inside the second rotor 2542A. First
The rotor 2541A is formed in a substantially columnar shape. The outer diameter of the first rotor 2541A is equal to the second rotor 2542A.
Is set to a value smaller than the inner diameter of the cavity. Also,
The vicinity of both ends of the first rotor 2541A is supported by bearings (not shown) so that the outer surface of the first rotor 2541A can rotate without contacting the inner wall surface of the cavity of the second rotor 2542A. Have been.

A plurality of first rotor coil members 2544A are arranged on the outer surface of the first rotor 2541A, and the first rotor coil members 2544A are connected to each other by a connection method described later. In addition, each first rotor coil member 2544A has a slip ring 254 attached thereto.
6A enables a three-phase alternating current to be supplied from outside. A slip ring has a function like a commutator in a DC motor, and is a known type for continuously transmitting and receiving three-phase AC current between a fixed side and a rotating side by sliding with a brush or the like. Mechanism.

A second rotor clutch mechanism 255 is disposed at one end of the second rotor 2542A so as to be able to freely contact and separate.

Next, a more detailed configuration of the first rotor 2541A will be described. FIG. 11 is a diagram showing a more detailed configuration of the first rotor of the power storage type AC motor shown in FIGS. 8 and 10, and FIG.
(B) has shown the cross section of a coil slot, respectively. FIG. 12 is a diagram showing a more detailed configuration of the first rotor of the power storage type AC motor shown in FIGS. 8 and 10, and FIG. FIG. 12B shows the magnetic poles generated in the case where the U-phase coil is energized in the U-phase of the three-phase AC.

As shown in FIG. 11, the first rotor 2541
A is, for example, 24 groove-shaped coil slots 2548c (FIG. 11) formed on the surface of a substantially cylindrical iron core 2548a formed by stacking substantially disk-shaped silicon steel plates.
See (B). ) Inside the first rotor coil member 2544A
Are arranged and configured. In addition, iron core 2548a
In the disk, a part of the outer periphery of the disk is cut out by three slots every three slots, and four parts protrude to form salient pole portions 25.
48b, and the iron core as a whole, for example, in the case of a four-pole winding, has a substantially "cross-shaped" shape. That is, the first rotor 2541A and the second rotor 2542A constitute an AC synchronous motor (synchronous motor) of a reluctance motor type.

The first rotor coil member 2544A includes a U-phase coil 2547a (shown by a white circle in FIG. 11) to which a U-phase, which is one component of the three-phase AC, is energized, and a three-phase AC. A V-phase coil 2547b (shown by a double circle in FIG. 11) through which a V-phase as one component is energized;
It has a W-phase coil 2547c (shown by a black circle in FIG. 11) through which a W-phase, one component of the phase alternating current, is energized.

The U-phase coil 2547a and the V-phase coil 25
47b and the W-phase coil 2547c are mutually connected as shown in FIG. 11 (A) and FIG. 12 (B). This connection method is called “four-pole winding”, and as shown in FIG. 12A, four magnetic poles N, S, N, and S are generated by energization. There are a "delta (?) Connection method" and a "star (Y) connection method" as the connection method of the three sets of coils, and any connection method may be used. The winding may be not only a four-pole winding but also an eight-pole winding.

Although not shown, the stator 254
Stator coil member 25 arranged on inner wall surface of 0A cavity
43A also has a U-phase coil (not shown), a V-phase coil (not shown), and a W-phase coil (not shown) similar to the first rotor coil member 2544A, and three sets are provided. Are connected to each other by a delta (Δ) connection method or a star (Y) connection method so as to form a four-pole winding similar to that of the first rotor 2541A.

The second rotor 2542A, which is a massive ferromagnetic member made of mild steel or the like, has, for example, a four-pole winding, as shown in FIG. Missing, four parts protruding to form salient poles,
As a whole, the cross-sectional contour shape is substantially “cross-shaped”. That is, the second rotor 2542A and the stator 2540
A also constitutes a reluctance motor type AC synchronous motor (synchronous motor).

The U-phase, V-phase and W-phase of the three-phase AC have a phase of 1
Since it is shifted by 20 degrees, the three-phase AC is
41A U-phase coil 2547a and V-phase coil 2547
b and the W-phase coil 2547c, a magnetic field (hereinafter, referred to as a “rotationally moving magnetic field”) is generated such that the N or S magnetic pole rotates on the outer peripheral surface of the first rotor 2541A.

The operation in the case where the above-described power storage / drive unit 25C is used as a drive source of the electric railway vehicle 20D will be described below.

First, in FIG. 8, when the main control unit 26a sends an inhibition command signal to the second rotor clutch mechanism 255 and magnetically attracts the clutch disk 255b to the end of the second rotor 2542A, the second rotation The child 2542A is temporarily fixed (suppressed) so that it cannot rotate. Therefore, in this case, the second rotor 2542A functions as a stator with respect to the first rotor 2541A. Also,
The same function can be realized without a clutch by energizing the stator.

In such a state (hereinafter, referred to as a “second rotor suppression state”), when the main control unit 26a sends a conduction command signal to the switch S12 to make the switch S12 conductive, the first power receiving member 21a is turned on. The received DC power is input to inverter / converter section 252A1.

The electric power converted into three-phase AC by inverter / converter 252A1 is input to first rotor 2541A. As a result, the first rotor coil member 2544 of the first rotor 2541A via the slip ring 2546A.
A (U-phase coil 2547a, V-phase coil 2547b, and W-phase coil 2547c) is supplied with three-phase alternating current,
A rotating magnetic field is generated on the outer peripheral surface of the rotor 2541A,
This rotating magnetic field and the fixed second rotor 2542A
A magnetic force acts between the first rotor 2541A and a cage-shaped inductor, a wire-wound inductor, or a massive ferromagnetic member made of mild steel or the like, and the first rotor 2541A starts rotating.

In this case, in the first rotor 2541A, a part of the outer periphery of the iron core is cut out at four places, and the four parts protrude to form salient poles, and as a whole, a substantially “ten” shape is formed. It has become. In the notched portion of the iron core of the first rotor 2541A, the first rotor 2541A and the second rotor 241
Since the gap interval with 542A is large and the distance between them is long, the magnetic flux is difficult to pass and the magnetic resistance is high. Conversely, in the protruding portion of the iron core of the first rotor 2541A, the gap between the first rotor 2541A and the second rotor 2542A is short, and the distance between the two is short. Easy to pass and low magnetic resistance.

For this reason, the magnetic flux always flows from the first rotor 2541A to the second rotor 254 through the gap at the salient pole portion 2548b (see FIG. 11A).
2A or from the second rotor 2542A to the first rotor 2541A. Therefore, when the magnetic flux rotates along the rotating magnetic field, the first rotor 2541A rotates (in synchronization) with the same rotating speed as the rotating magnetic field.
Will rotate. Thus, the second rotor 2542
A state in which the first rotor 2541A rotates with A fixed is hereinafter referred to as a “first rotation state”.

Next, the main control unit 26a sends an inhibition release command signal to the second rotor clutch mechanism 255 to release the magnetic attraction (rotation inhibition) of the clutch disk 255b to the end of the second rotor 2542A. When the inverter is used as a converter to apply braking, the second rotor 2542A is gradually rotatable, and the second rotor 2542A is rotated by the reaction of the braking energy of the first rotor 2541A.
Starts to rotate gradually in the same rotation direction as the first rotor 2541A. With this operation, the rotational kinetic energy of the first rotor 2541A is gradually transferred to the second rotor 2542A. Thereafter, when a sufficient time has elapsed, the second rotor 2542A is rotating in the same direction as the traveling first rotor 2541A.

As a result, the first rotor 2541A and the second rotor
Both the rotors 2542A rotate in opposite directions. In this case, the second rotor 2542A functions as a flywheel, and stores the input electric energy as rotational energy. This state,
Hereinafter, it is referred to as a “second rotation state”.

In either the first rotation state or the second rotation state, the first rotor 2541A has a rotational driving force.
The first rotor rotating shaft 2549 is connected to a power transmission mechanism (not shown).
By connecting to the driving wheel 27a via the, the driving wheel 27a can be driven and the electric railway vehicle 20D can run.

Next, an operation in the case where the above-described power storage / drive unit 25C is used as power storage means of the electric railway vehicle 20D will be described.

As described above, the second rotor 2542A and the stator 2540A also have a reluctance motor (reluctance motor).
motor) type AC synchronous motor (synchronous motor)
Therefore, while the second rotor 2542A is rotating, an AC synchronous motor formed by the second rotor 2542A and the stator 2540A is used as an AC generator to extract AC power from the stator coil member 2543A. Can be.

[0117] The extracted AC power is sent to converter / inverter section 252A2, and is converted to DC. Here, the switching command signal is sent from the main control unit 26a to the switch S13.
When the power supply direction is switched to the direction in which the power is supplied to the storage battery 256, the DC power converted by the converter / inverter unit 252A2 is stored in the storage battery 256. The DC power stored in the storage battery 256 is appropriately extracted and becomes a power source for driving the first rotor 2541A in the same manner as described above.

That is, by using the second rotor 2542A as a flywheel, the rotational kinetic energy stored in the flywheel is converted into AC power, the DC power is transmitted and received, and the first rotor 254 is used as an AC power supply.
1A can be driven. Therefore, in this case, the vehicle can be driven without receiving power supply from outside the electric railway vehicle 20D until the rotational energy in the second rotor 2542A becomes equal to or less than the predetermined value.

As in the case of the flywheel type power storage device 23B 'described above, an AC motor may be used for the bearing of the second rotor 2542A, which is a flywheel, with low friction, or in order to suppress air resistance. When the whole rotor 254A is disposed inside the closed chamber and the inside of the closed chamber is evacuated to make a substantially vacuum state, the second rotor 2
This is effective in minimizing the decrease in the stored rotational energy of 542A.

The power storage type AC motor of the fourth embodiment can be realized by other configurations. For example,
As shown in a first modification example shown in FIG. 13A, a plurality of first rotor coil members 2544A1 are arranged on the inner wall surface of the concave portion of the first rotor 2541A1 having a substantially cylindrical concave portion therein to form a delta ( Δ) The two rotors 2542A1 are housed in a recess inside the first rotor 2541A1, and the second rotor 2542A1 is connected to each other by a connection method or a star (Y) connection method.
A similar substantially cylindrical concave portion is provided inside 542A1, and the stator 25 is provided in the concave portion of the second rotor 2542A1.
The protrusion of 40A1 may be accommodated, and a plurality of stator coil members 2543A1 may be arranged on the outer peripheral surface of the protrusion to be mutually connected by a delta (Δ) connection method or a star (Y) connection method. . Even with such a configuration, it is possible to obtain exactly the same effects as in the fourth embodiment shown in FIGS. Here, 257a, 257
b is a gear.

Further, as in a second modification shown in FIG. 13B, a second rotor 254 having a substantially cylindrical concave portion on one side and a ring groove-shaped concave portion on the other side.
The first rotor 2541A2 is housed in one of the recesses of the 2A2, and a plurality of first rotor coil members 2544A2 are arranged on the outer peripheral surface of the first rotor 2541A2 to form a delta (Δ) connection method or a star (Y) connection method. The stator 2540A2 having a ring-shaped convex portion is housed in the other ring groove-shaped concave portion of the second rotor 2542A2, and a plurality of stator coil members 2543A2 are provided on the surface of the convex portion of the stator 2540A2. May be arranged so as to be mutually connected by a delta (Δ) connection method or a star (Y) connection method. Even with such a configuration, it is possible to obtain exactly the same effects as in the fourth embodiment shown in FIGS. In the case of the second variation, the diameter of the second rotor 2542A2, which is a flywheel, can be increased, so that the rotational moment of inertia can be increased and the rotational kinetic energy that can be stored can be increased. There is an advantage. Here, 257c and 257d are gears.

As shown in the first and second modifications of the fourth embodiment, the second rotor does not necessarily need to be provided so as to be housed inside the stator. What is necessary is just to be arrange | positioned in the position facing a child, and to be rotatable. Further, the first rotor does not necessarily need to be disposed so as to be housed inside the second rotor, and may be arranged at a position facing the second rotor and rotatable. .

The electric railway system 4 of the fourth embodiment has the following advantages in addition to the same advantages as 1) to 6) in the first to third embodiments.

7) The power storage unit and the drive unit can be used in common, and if used for an electric railway vehicle, the size and weight of the vehicle can be reduced.
This is a significant point that contributes to simplification of maintenance of the power storage unit and the like.

8) It can be installed for each wheelset of the electric railway vehicle, and it is possible to disperse power, increase driving force as a whole, improve power storage capacity, and the like.

9) In principle, it can be applied to electric railway vehicles at a speed of about 80 to 100 km / h, and does not run at very high speeds. It is suitable for railways in line sections.

(5) Fifth Embodiment Next, a fifth embodiment of the transportation system using the electric vehicle according to the present invention will be described in detail with reference to the drawings. FIG. 14 is a cross-sectional view showing the configuration of a power storage type AC motor 254B of the electric railway vehicle in the electric railway system according to the fifth embodiment of the present invention. The configuration and operation of the other elements besides the power storage type AC motor 254B are exactly the same as in the case of the above-described fourth embodiment, and a description thereof will be omitted.

As shown in FIG. 14, this power storage type AC motor 254B includes a stator 2540A and a first rotor 2
541B, a second rotor 2542B, and a slip ring 2546B.

[0129] The stator 2540A is a member fixed to the electric railway vehicle, and has a substantially cylindrical cavity inside. A plurality of stator coil members 2 are provided on the inner wall surface of the cavity.
543A, and each stator coil member 2543A
Is the delta (Δ) connection method described above, or the star (Y)
They are connected to each other by a connection method.

The second rotor 2542B is housed in the cavity inside the stator 2540A. The second rotor 2542B is a massive ferromagnetic member made of a ferromagnetic material such as mild steel or silicon steel, and is formed in a cylindrical shape having a substantially cylindrical cavity in the center or a thick cylindrical shape. I have.
A plurality of second rotor coil members 2545A are arranged on the inner wall surface of the cavity of the second rotor 2542B,
The rotor coil member 2545A has the delta (Δ) described above.
They are connected to each other by a connection method or a star (Y) connection method. In addition, each second rotor coil member 2545A
Has a configuration in which AC can be supplied from the outside by a slip ring 2546B. The outer diameter of second rotor 2542B is set to a value smaller than the inner diameter of the cavity of stator 2540A. Also, the second rotor 25
The vicinity of both ends of 42B is supported by bearings (not shown) so that the outer surface of the second rotor 2542B can rotate without contacting the inner wall surface of the cavity of the stator 2540A.

[0131] The first rotor 2541B is accommodated in the cavity inside the second rotor 2542B. First
Rotor 2541B is a massive ferromagnetic member made of a ferromagnetic material such as mild steel or silicon steel, and is formed in a substantially columnar shape. The outer diameter of the first rotor 2541B is set to a value smaller than the inner diameter of the cavity of the second rotor 2542B. The vicinity of both ends of the first rotor 2541B is supported by bearings (not shown) so that the outer surface of the first rotor 2541B can rotate without contacting the inner wall surface of the cavity of the second rotor 2542B. Is configured.

Further, the first rotor 2541B has a partially cut-out outer periphery, four portions protruding to form salient pole portions, and the cross-sectional shape of the entire first rotor is substantially “ten”. It is shaped like a letter. That is, the second rotor coil member 2545A of the first rotor 2541B and the second rotor 2542B.
Constitutes a reluctance motor type AC synchronous motor (synchronous motor).

The outer periphery of the second rotor 2542B is partially cut out, and four portions protrude to form salient poles. The cross-sectional profile of the entire second rotor is substantially “ It is shaped like a cross. That is, the second rotor 254
2B and stator coil member 2543A of stator 2540A
Also constitutes a reluctance motor type AC synchronous motor (synchronous motor).

Even with the configuration as in the fifth embodiment, it is possible to obtain exactly the same effects as in the fourth embodiment shown in FIGS.

(6) Sixth Embodiment Next, a sixth embodiment of the transportation system using the electric vehicle according to the present invention will be described in detail with reference to the drawings. FIG. 15 is a cross-sectional view illustrating a configuration of a power storage type AC motor 254C of an electric railway vehicle in an electric railway system according to a sixth embodiment of the present invention. The configuration and operation of the other elements besides the power storage type AC motor 254C are exactly the same as in the case of the above-described fourth embodiment, and a description thereof will be omitted.

As shown in FIG. 15, this power storage type AC motor 254C includes a stator 2540B and a first rotor 2
541B, a second rotor 2542C, and slip rings 2546B and 2546C.

[0137] Stator 2540B is a member fixed to the electric railway vehicle, is a massive ferromagnetic member made of a ferromagnetic material such as mild steel or silicon steel, and has a substantially cylindrical cavity inside. I have.

The second rotor 2542C is accommodated in the cavity inside the stator 2540B. The second rotor 2542C is a massive ferromagnetic member made of a ferromagnetic material such as mild steel or silicon steel, and is formed in a cylindrical shape having a substantially cylindrical cavity in the center, or a thick cylindrical shape. I have.
A plurality of second rotor coil members 2545A are arranged on the inner wall surface of the cavity of the second rotor 2542C,
The rotor coil member 2545A has the delta (Δ) described above.
They are connected to each other by a connection method or a star (Y) connection method. In addition, each second rotor coil member 2545A
Has a configuration in which AC can be supplied from the outside by a slip ring 2546B.

Further, a plurality of second rotor coil members 2545B are arranged on the outer peripheral wall surface of the second rotor 2542C, and each of the second rotor coil members 2545B is provided with the above-mentioned delta (Δ) connection method or star connection. (Y) They are mutually connected by a connection method. Further, each second rotor coil member 2545B is configured to be capable of supplying an alternating current from outside by a slip ring 2546C.

The outer diameter of second rotor 2542C is set to a value smaller than the inner diameter of the cavity of stator 2540B. The vicinity of both ends of the second rotor 2542C is supported by bearings (not shown),
The outer surface of C is configured to rotate without contacting the inner wall surface of the cavity of the stator 2540B.

The first rotor 2541B is housed in the cavity inside the second rotor 2542C. First
Rotor 2541B is a massive ferromagnetic member made of a ferromagnetic material such as mild steel or silicon steel, and is formed in a substantially columnar shape. The outer diameter of the first rotor 2541B is set to a value smaller than the inner diameter of the cavity of the second rotor 2542C. The vicinity of both ends of the first rotor 2541B is supported by bearings (not shown) so that the outer surface of the first rotor 2541B can rotate without contacting the inner wall surface of the cavity of the second rotor 2542C. Is configured.

The outer periphery of the first rotor 2541B is partially cut out, and four portions protrude to form salient pole portions, and the cross-sectional shape of the entire first rotor is substantially “ten”. It is shaped like a letter. That is, the second rotor coil members 2545A of the first rotor 2541B and the second rotor 2542C.
Constitutes a reluctance motor type AC synchronous motor (synchronous motor).

In the stator 2540B, a part of the inner wall is cut out, and four parts protrude to form salient poles, and the outline of the inner wall cross section of the entire stator is substantially “ten”.
It is shaped like a letter. That is, the second rotor coil member 2545B of the second rotor 2542C and the stator 2540B
Also constitutes a reluctance motor type AC synchronous motor (synchronous motor).

Even with the structure of the sixth embodiment, the same effects as those of the fourth embodiment shown in FIGS.

In the sixth embodiment, a magnetic insulating member may be disposed between the second rotor coil member 2545A and the second rotor coil member 2545B in the second rotor 2542C. Also, the second rotor 2542
C to increase the thickness of the second rotor coil member 2
You may comprise so that it may not penetrate both 545A and 2nd rotor coil member 2545B.

The power storage type AC motor of the sixth embodiment can be realized by other configurations. For example,
As shown in a first modification shown in FIG.
A substantially cylindrical first rotor 2541B1 is arranged so as to cover the periphery of 540B1, and a substantially cylindrical second rotor 2542C1 is arranged to cover the periphery of the first rotor 2541B1.
Are arranged, and a plurality of first rotor coil members 2545A1 are arranged on the outer wall surface of the first rotor 2541B1 and are mutually connected by a delta (Δ) connection method or a star (Y) connection method, and the first rotor 2541B1 is provided. Multiple first on the inner wall
Delta (Δ) by arranging rotor coil member 2545B1
The connection may be made by a connection method or a star (Y) connection method. Even with this configuration, FIGS.
It is possible to obtain exactly the same effects as in the fourth embodiment shown in FIGS. Here, 257e and 257f are gears.

The power storage type AC motor of the sixth embodiment can be realized by other configurations. For example,
As shown in a second modification example shown in FIG.
A substantially cylindrical first rotor 2541B2 is disposed so as to cover the periphery of 540B2, and a substantially cylindrical second rotor 2542C2 is disposed so as to cover both the stator 2540B2 and the first rotor 2541B2. And stator 2540
A plurality of stator coil members 2545B2 are arranged on the outer wall surface of B2 and are mutually connected by a delta (Δ) connection method or a star (Y) connection method, and a plurality of first rotors are provided on the outer wall surface of the first rotor 2541B2. The coil members 2545A2 may be arranged and connected to each other by a delta (Δ) connection method or a star (Y) connection method. Even with such a configuration, it is possible to obtain exactly the same effects as in the fourth embodiment shown in FIGS. Here, 257g, 257
h is a gear.

(7) Seventh Embodiment Next, a transport system using an electric vehicle according to a seventh embodiment of the present invention will be described in detail with reference to the drawings. FIG. 18 is a cross-sectional view showing a configuration of a power storage type AC motor 254D of the electric railway vehicle in the electric railway system according to the seventh embodiment of the present invention. The configuration and operation of the other elements besides the power storage type AC motor 254D are exactly the same as in the case of the above-described fourth embodiment, and a description thereof will be omitted.

As shown in FIG. 18, this power storage type AC motor 254D includes a stator 2540B and a first rotor 2
541A ', a second rotor 2542D, and slip rings 2546A and 2546C.

[0150] Stator 2540B is a member fixed to an electric railway vehicle, is a massive ferromagnetic member made of a ferromagnetic material such as mild steel or silicon steel, and has a substantially cylindrical cavity inside. I have.

The second rotor 2542D is accommodated in the cavity inside the above-described stator 2540B. The second rotor 2542D is a massive ferromagnetic member made of a ferromagnetic material such as mild steel or silicon steel, and is formed in a cylindrical shape having a substantially cylindrical cavity in the center or a thick cylindrical shape. I have.
In addition, a plurality of second rotor coil members 2545B are arranged on the outer peripheral wall surface of the second rotor 2542D, and each of the second rotor coil members 2545B is connected to the above-described delta (Δ) connection method or star (Y). They are connected to each other by a connection method. Further, each second rotor coil member 2545B is configured to be capable of supplying an alternating current from outside by a slip ring 2546C.

The outer diameter of the second rotor 2542D is set to a value smaller than the inner diameter of the cavity of the stator 2540B. The vicinity of both ends of the second rotor 2542D is supported by bearings (not shown),
The outer surface of D is configured to rotate without contacting the inner wall surface of the cavity of the stator 2540B.

[0153] The first rotor 2541A 'is accommodated in the cavity inside the second rotor 2542D. The first rotor 2541A 'is provided within a plurality of groove-shaped coil slots (not shown) formed on the surface of a substantially cylindrical iron core formed by stacking substantially disk-shaped silicon steel plates.
The rotor coil member 2544A is arranged and configured.

The outer diameter of the first rotor 2541A 'is set to a value smaller than the inner diameter of the cavity of the second rotor 2542D. The vicinity of both ends of the first rotor 2541A 'is supported by bearings (not shown),
The outer surface of 541A 'can rotate without contacting the inner wall surface of the cavity of the second rotor 2542D.

The second rotor 2542D has a part of the inner wall cut away, and four parts protrude to form salient pole portions. The outline shape of the inner wall cross section of the entire second rotor is substantially the same. It has a "10" shape. That is, the first rotor 25
The first rotor coil member 2544A and the second rotor 2542D of 41A 'are provided with a reluctance motor (reluctance mot).
or) type AC synchronous motor (synchronous motor).

Further, the stator 2540B has a partially cut-out inner wall, and four portions protrude to form salient pole portions.
It is shaped like a letter. That is, the second rotor coil member 2545B of the second rotor 2542D and the stator 2540B
Also constitutes a reluctance motor type AC synchronous motor (synchronous motor).

Even with the configuration as in the seventh embodiment, it is possible to obtain exactly the same effects as in the fourth embodiment shown in FIGS.

(8) Eighth Embodiment Next, an eighth embodiment of the transport system using the electric vehicle according to the present invention will be described in detail with reference to the drawings. FIG. 19 is a conceptual block diagram illustrating a configuration of a power storage and drive unit 25D of the electric railway vehicle in the electric railway system according to the eighth embodiment of the present invention. Storage / drive unit 25D
The configuration and operation of the other components of the system other than the above are exactly the same as in the case of the above-described fourth embodiment, and a description thereof will be omitted.

The eighth embodiment is different from the fourth to seventh embodiments in that the eighth embodiment includes an inverter section 252A3 and a cycloconverter section 252B. Is exactly the same as in the above-described fourth embodiment, and a description thereof will be omitted.

[0160] The cycloconverter section 252B is a device that includes a semiconductor element such as a thyristor (not shown), converts input AC power into AC power of an arbitrary frequency, and outputs the AC power. As the cycloconverter unit, a CF-VF (constant frequency-v) having a known configuration is used.
ariable frequency) type (when a constant frequency power source such as commercial power is input and variable frequency alternating current is output) or VF-VF (variable frequency-var)
iable frequency) type (when both the input and the output have variable frequencies) can be used. The cycloconverter unit 252B corresponds to an AC frequency conversion unit.

Even in the configuration as in the eighth embodiment, the only difference is that the power supplied from the outside is AC, and the AC power is frequency-converted by the cycloconverter 252B to drive the first rotor. 8 and 10 to 12, it is possible to obtain exactly the same effects as in the fourth embodiment shown in FIGS.

In the above embodiments, the slip rings 2546A to 2546C and the like correspond to the rotor power take-out means and also correspond to the rotor power supply means.

(9) Ninth Embodiment Next, a ninth embodiment of the transportation system using the electric vehicle according to the present invention will be described in detail with reference to the drawings. FIG. 20 is a conceptual block diagram illustrating a configuration of an electric railway vehicle in the electric railway system according to the ninth embodiment of the present invention.

The ninth embodiment has a second rotor 2542 ′ which is a flywheel having an extremely large capacity,
A first rotor 2541 ', a clutch 255', an inverter / converter unit 252A4, a current limiting resistor R,
It has control switches S17, S18, S19.

With the structure as in the ninth embodiment, 1
The same effect as in the above embodiment can be obtained with a simple configuration using the inverters.

(10) Tenth Embodiment Next, a tenth embodiment of a transportation system using an electric vehicle according to the present invention will be described in detail with reference to the drawings. FIG. 21 is a cross-sectional view showing the configuration of the first rotor in the electric railway system according to the tenth embodiment of the present invention.

In the tenth embodiment, instead of the first rotor 2541B in the fifth and sixth embodiments, a permanent magnet composed of an N magnetic pole and an S magnetic pole alternately provided at each salient pole portion. It has one rotor 2541D. This type of motor is sometimes called a “permanent magnet DC motor”, but in the present invention, this type of motor is also included in the “AC motor”.

Even with the structure as in the tenth embodiment,
The same effect as the above embodiment can be obtained.

The present invention is not limited to the above embodiments. Each of the above embodiments is merely an example, and has substantially the same configuration as the technical idea described in the claims of the present invention, and those having the same functions and effects are:
Anything is included in the technical scope of the present invention.

For example, in the electric railway system of each of the above-described embodiments, the track (11) is provided as a support guideway, but the present invention is not limited to these examples, and the support guideway having another configuration is used. A transportation system using an electric vehicle provided with, for example, an electric vehicle that travels in a traveling path structure having a substantially “U” -shaped cross section like a new transportation system, or a monorail like It may be an electric moving body that runs on a beam (beam) -like structure or suspended. Further, the elevator provided inside the building may be an electric vehicle, and the supporting guide rail-like structure may be a supporting guide path. In short, any support guide path that supports and guides and moves the electric vehicle can be used.

Further, in the electric railway system of each of the above-described embodiments, the track (11) is provided as a support guideway. However, the present invention is not limited to these examples, and the electric vehicle having another configuration may be used. For example, a traveling system may be a general road, such as a trolley bus, and a guidance system or the like may be a transportation system having no support guideway, such as a vehicle driver. .

Further, in the electric railway system of each of the embodiments described above, the case where the external power is AC power has been described as an example. However, the present invention is not limited to these examples. Alternatively, the external power may be DC power. If the external power is DC, the transformer / rectifier 22b
Becomes unnecessary.

Further, in the electric railway system of the third embodiment described above, the substation and the overhead trolley line have been described as examples of the continuous power supply means, but the present invention is not limited to these examples. Continuous power supply means of the configuration described above, for example, instead of an overhead trolley wire, a rail shape or a beam (beam shape)
A continuous power supply means using a third power supply rail that continuously supplies power in a section including a station by using the member formed in the above.

Further, in the electric railway system of each of the above-described embodiments, the case where the transported object to be transported is a passenger (person) has been described as an example, but the present invention is not limited to these examples. However, in other cases, for example, the transported object may be a person and cargo, or the transported object may be dedicated to cargo.

In the power storage type AC motors of the fourth to eighth embodiments, the electromagnetic clutch type second rotor clutch mechanism 25 is used as the second rotor clutch means.
5 has been described as an example, but the present invention is not limited to these examples. For example, a second rotor clutch unit having another configuration, for example, a friction clutch (a clutch using a frictional force) or the like may be used. Good. Alternatively, the clutch may be omitted by energizing the stator.

In the power storage type AC motors of the fourth to seventh embodiments, the first rotor and the second rotor, and the second rotor and the stator are AC synchronous motors (synchronous motors). However, the present invention is not limited to these examples, and the present invention is not limited to these examples. Other configurations of the power storage type AC motor, for example, a single rotor and a second rotor,
The second rotor and the stator may constitute an AC induction motor (induction motor).

In the power storage type AC motors of the fourth to eighth embodiments described above, an example has been described in which the portion facing the coil is formed of a massive ferromagnetic member made of a ferromagnetic material or the like. However, the present invention is not limited to these examples, and may have another configuration, for example, a permanent magnet member. In this case, as in the above-described fourth to eighth embodiments,
When the coil side is configured by “four-pole winding”, it is necessary to arrange the four magnetic poles N, S, N, S so as to be substantially cross-shaped.

In the power storage type AC motors of the above-described fourth to eighth embodiments, an electric vehicle (for example, an electric railway vehicle) of a transportation system (for example, the electric railway system 4) using the electric vehicle. 20A to 20D) have been described, but the present invention is not limited to these examples. This power storage type AC motor can be used for other purposes, such as wind and waves on remote islands. It may be used for the used power storage / drive source.

In the power storage type AC motors of the above-described fourth to eighth embodiments, the first rotor and the second rotor, or the second rotor and the stator are provided with notches, and the reluctance motor ( Although the example which comprises a reluctance motor) was explained, the present invention is not limited to these examples, and the notch may be provided on either side or may be provided on both sides.

[0180]

As described above, according to the first to fourth aspects of the present invention, the stator and the second rotating member disposed at a position facing the stator and configured to be rotatable. A rotor, a first rotor disposed at a position facing the second rotor and configured to be rotatable, and capable of suppressing the rotation of the second rotor or continuously releasing the suppression of the rotation. A second rotor clutch means, and power input / output means capable of receiving power input from the outside and outputting power to the outside, wherein the first rotor and the second rotor are connected to each other.
A cage-shaped inductor, a wound-type inductor, a coil member, a permanent magnet member, a ferromagnetic member, or an appropriate member thereof is provided on the first rotor or the second rotor so that the rotor constitutes an electric motor. A combination is provided, and a coil member, a permanent magnet member, a ferromagnetic member, or an appropriate combination thereof is provided on the second rotor or the stator so that the second rotor and the stator constitute an electric motor. Is disposed, and in a state where rotation of the second rotor is suppressed by the second rotor clutch means, a rotationally moving magnetic field is applied between the first rotor and the second rotor by the power input / output means. The second rotor clutch means continuously releases the rotation of the second rotor to generate a first rotation state in which the first rotor is rotated to generate the first rotor. Transferring the energy to the second rotor, rotating both the first rotor and the second rotor, and using the second rotor as a flywheel in a second rotation state for storing the rotational energy, Using the rotation axis of the first rotor in one of the one rotation state and the second rotation state, the first rotor is used as a rotation drive source, and the second rotor and the stator are used in the second rotation state. It is used as a generator, and the rotational energy stored in the second rotor is taken out as electric energy by the electric power input / output means. Therefore, if it is used for an electric vehicle such as an electric railway vehicle, the size and weight can be reduced. , Which contributes to the simplification of maintenance of the power storage unit, and can be installed for each wheelset of a vehicle, etc., to disperse power, increase driving power as a whole, improve power storage capacity, etc. Rukoto can, further, urban transportation energy saving is important,
Alternatively, it has an advantage that it is suitable for railroads in suburban areas.

According to the invention of claim 5 to claim 11, the power receiving means capable of taking in external power supplied from the outside, the power storage means in the moving body for storing the external power as stored power, An electric driving source that is rotated by the stored electric power, a driving wheel that is rotationally driven by the electric driving source, an electric vehicle having electric power control means, and an object to be transported that is transported by the electric vehicle. A transportation system using an electric vehicle including a stop facility at which the electric vehicle stops to be taken in or taken off from the body, and an external power supply unit arranged at the stop facility and capable of supplying the external power. The power control unit controls the electric power receiving unit to be electrically coupled to the external power supply unit when the electric vehicle stops at the stop facility, Receiving the supply of the external power from the external power supply means, storing the received external power as the stored power in the power storage means in the moving body, and driving and driving the electric vehicle, the power storage means from the power storage means in the moving body. The electric drive source is fed to the electric drive source to control the rotation speed of the electric drive source to control the traveling speed of the electric vehicle, and to generate electric power during the braking operation of the electric vehicle. The regenerative electric power is rotated and used as a regenerative electric power, and the generated regenerative electric power is stored in the power storage means in the moving body. be able to.

[Brief description of the drawings]

FIG. 1 is a conceptual block diagram illustrating an overall configuration of an electric railway system according to a first embodiment of the present invention.

FIG. 2 is a conceptual block diagram showing a more detailed configuration of an electric railway vehicle in the electric railway system shown in FIG.

FIG. 3 is a circuit diagram showing a configuration of an ultracapacitor which is an example of a power storage unit of the electric railway vehicle shown in FIGS.

FIG. 4 is a conceptual block diagram illustrating a more detailed configuration of an electric railway vehicle in an electric railway system according to a second embodiment of the present invention.

5 is a perspective view showing a configuration of a flywheel type power storage device which is an example of a power storage unit of the electric railway vehicle shown in FIG.

FIG. 6 is a conceptual block diagram illustrating a more detailed configuration of an electric railway vehicle in an electric railway system according to a third embodiment of the present invention.

FIG. 7 is a conceptual block diagram illustrating a more detailed configuration of an electric railway vehicle in an electric railway system according to a fourth embodiment of the present invention.

8 is a conceptual block diagram showing a more detailed configuration of a power storage / drive unit of the electric railway vehicle shown in FIG.

FIG. 9 is a circuit diagram illustrating a configuration example of an inverter / converter unit illustrated in FIG. 8;

10 is a diagram showing a configuration of the power storage type AC motor shown in FIG. 8; FIG. 10A is an exploded perspective view;
(B) has shown the cross-sectional view, respectively.

11 is a diagram showing a more detailed configuration of a first rotor of the power storage type AC motor shown in FIGS. 8 and 10, and FIG.
11A is a cross-sectional view, and FIG. 11B is a cross-sectional view of a coil slot.

12 is a diagram showing a more detailed configuration of a first rotor of the power storage type AC motor shown in FIGS. 8, 10, and 11, and FIG. FIG. 12B shows the magnetic poles generated in this case, and FIG. 12B shows the connection state of the U-phase coil to which the U-phase of the three-phase AC is supplied.

FIG. 13 is a diagram showing a configuration of a modified example of the power storage type AC motor of the electric railway vehicle in the electric railway system according to the fourth embodiment of the present invention, and FIG. 13 (A) is a longitudinal section of the first modified example. FIG. 13B is a longitudinal sectional view of the second variation,
Each is shown.

FIG. 14 is a cross-sectional view illustrating a configuration of a power storage type AC motor of an electric railway vehicle in an electric railway system according to a fifth embodiment of the present invention.

FIG. 15 is a cross-sectional view showing a configuration of a power storage type AC motor of an electric railway vehicle in an electric railway system according to a sixth embodiment of the present invention.

FIG. 16 shows a first example of a power storage type AC motor of an electric railway vehicle in an electric railway system according to a sixth embodiment of the present invention.
It is a longitudinal section showing the composition of a modification.

FIG. 17 shows a second example of the power storage type AC motor of the electric railway vehicle in the electric railway system according to the sixth embodiment of the present invention.
It is a longitudinal section showing the composition of a modification.

FIG. 18 is a cross-sectional view showing a configuration of a power storage type AC motor of an electric railway vehicle in an electric railway system according to a seventh embodiment of the present invention.

FIG. 19 is a conceptual block diagram illustrating a configuration of a power storage / drive unit of an electric railway vehicle in an electric railway system according to an eighth embodiment of the present invention.

FIG. 20 is a conceptual block diagram illustrating a configuration of a power storage / drive unit of an electric railway vehicle in an electric railway system according to a ninth embodiment of the present invention.

FIG. 21 is a cross-sectional view illustrating a configuration of a first rotor in an electric railway system according to a tenth embodiment of the present invention.

[Explanation of symbols]

 1-4 Electric railway system 10A, 10B Ground equipment 11 Track 12 Station 12a Station building 12b Platform 13A, 13B Station power supply facility 14 Substation 15 Overhead trolley line 20A-20D Electric railway vehicle 21 First power receiving unit 21a First power receiving member 21b Movable Member 22 Inverter part 22 ', 22A Inverter / converter part 22B Transformer part 22C Converter / inverter part 22D Inverter part 22E Inverter / converter part 23A Power storage part 23A' Ultracapacitor 23B Power storage part 23B 'Flywheel type power storage device 24 Converter part 24A Inverter / Converter unit 24B Cycloconverter unit 24C Converter / inverter unit 25A Drive / power generation unit 25C, 25D Drive / power storage unit 26 Control unit 26a Main control unit 26b Input / display 27a Drive wheel 27b Driven wheel 28b Pantograph 235a AC motor 235b Motor rotation shaft 235c Flywheel 235d to 235f Input / output terminal 252A1 Inverter / converter unit 252A2 Converter / inverter unit 252A3 Inverter unit 252B Cycloconverter unit 254A to 254D AC electric power storage Second rotor clutch mechanism 255a Clutch drive source 255b Clutch disk 256 Storage batteries 257a to 257h Gears 2540A, 2540B Stator 2541A, 2541A ', 2541B First rotor 2542A to 2542D Second rotor 2543A Stator coil member 2544A First rotation Child coil members 2545A, 2545B Second rotor coil members 2546A to 2546C Slip Ring 2547A U-phase coil 2547B V-phase coil 2547C W-phase coils 2548a core 2548b salient pole portion 2548c coil slots 2549 first rotor rotational axis Cu capacitor Dz zener diode R resistance S1~S16 switch T1~T6 thyristor

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Masamichi Ogasa 2-8-3 Hikaricho, Kokubunji-shi, Tokyo Inside the Railway Technical Research Institute (72) Inventor Shunsuke Fujiwara 2-3-8 Hikaricho, Kokubunji-shi, Tokyo 38 F-term in the National Railways Research Institute 5H115 PA04 PA11 PC02 PG01 PI02 PI03 PI11 PI12 PI13 PI16 PI29 PO01 PO02 PO06 PO09 PO10 PO12 PO13 PO17 PU09 PU10 PU11 PV07 PV09 PV10 PV13 PV25 QI04 QN03 RB22 SF05 SF13 SF21 SL01 SL05 TR19 TU16 UB01 UB05 UB11 UI02

Claims (11)

[Claims] 1. A stator, a second rotor disposed at a position facing the stator and configured to be rotatable, and disposed at a position facing the second rotor and rotatable. A first rotor configured; a second rotor clutch means capable of suppressing rotation of the second rotor or continuously releasing the suppression of rotation; Power input / output means capable of outputting electric power to the first rotor or the second rotor so that the first rotor and the second rotor constitute a motor. A winding inductor, a coil member, a permanent magnet member, a ferromagnetic member, or an appropriate combination thereof is provided, and the second rotor is configured so that the second rotor and the stator constitute an electric motor. Or The stator is provided with a coil member, a permanent magnet member, a ferromagnetic member, or an appropriate combination thereof, and the power input is performed in a state where the rotation of the second rotor is suppressed by the second rotor clutch means. An output means generates a rotationally moving magnetic field between the first rotor and the second rotor to bring the first rotor into a first rotation state, and the second rotor clutch means causes the second rotation. The rotation of the rotor is continuously released, and the rotational energy of the first rotor is transferred to the second rotor to rotate both the first rotor and the second rotor, and to fly the second rotor. Second to store the rotational energy as a wheel
A rotation state, and using the rotation axis of the first rotor in either the first rotation state or the second rotation state as a rotation drive source, and the second rotation in the second rotation state A power storage type electric motor, wherein a rotor and the stator are used as a generator, and rotational energy stored in the second rotor is extracted as electric energy by the power input / output means. 2. The electric power storage type electric motor according to claim 1, wherein the power input / output from the outside in the power input / output means is DC power, and the power input / output means comprises: Converting the power into AC power and
While generating a rotating moving magnetic field in a rotating state,
A power storage type electric motor comprising DC / AC conversion means for converting AC electric energy extracted from the second rotation state into DC power and outputting the DC power. 3. The electric power storage type electric motor according to claim 1, wherein the power input / output from the outside in the power input / output unit is AC power, and the power input / output unit includes: The frequency of the power is changed to convert it to a new arbitrary AC power of an arbitrary value to generate a rotating magnetic field in the first rotation state, and the frequency of the AC electric energy extracted from the second rotation state is changed to an arbitrary value. A power storage type electric motor characterized by having an AC frequency conversion means for converting into a new arbitrary AC power. 4. A stator, a second rotor arranged at a position facing the stator and configured to be rotatable, and a second rotor arranged at a position facing the second rotor and rotatable. A first rotor configured; a second rotor clutch means capable of suppressing rotation of the second rotor or continuously releasing the suppression of rotation; A power input / output means capable of outputting electric power to the first rotor or the second rotor such that the first rotor and the second rotor constitute a motor. A ferromagnetic member or an appropriate combination thereof is disposed, and a coil member or a permanent magnet member is provided on the second rotor or the stator so that the second rotor and the stator constitute an electric motor. A magnetic material member or an appropriate combination thereof is disposed to constitute a power storage type electric motor, and in a state where the rotation of the second rotor is suppressed by the second rotor clutch means, A first rotating state is generated in which a rotating magnetic field is generated between the first rotor and the second rotor to rotate the first rotor, and the rotation of the second rotor is performed by the second rotor clutch means. Releases continuously, transfers the rotational energy of the first rotor to the second rotor, rotates both the first rotor and the second rotor, and uses the second rotor as a flywheel. Second to store rotational energy
A rotation state, and using the rotation axis of the first rotor in either the first rotation state or the second rotation state as a rotation drive source, and the second rotation in the second rotation state A power storage method using a power storage type motor, wherein a rotor and the stator are used as a generator, and rotational energy stored in the second rotor is extracted as electric energy by the power input / output means. 5. A power receiving means capable of taking in external power supplied from outside, a power storage means in a moving body for storing the external power as stored power, an electric drive source rotated by the stored power, and A driving wheel rotationally driven by a driving source, an electric vehicle having electric power control means, and the electric vehicle stopped to take in or take down a transported object transported by the electric vehicle into or from the electric vehicle. A transportation system using an electric vehicle provided with a stop facility to be provided and an external power supply unit that is provided in the stop facility and can supply the external power, wherein the electric power control unit is configured to stop the electric vehicle. When the facility stops, the power receiving means is controlled to be electrically coupled to the external power supply means, and the external power supply means receives the supply of the external power from the external power supply means. Storing the stored external power as the stored power in the power storage means in the moving body, and driving and driving the electric vehicle, extracting the stored power from the power storage means in the moving body, sending the stored power to the electric drive source, and transmitting the electric drive Controlling the running speed of the electric vehicle by controlling the rotation speed of a power source; and, during braking operation of the electric vehicle, rotating the electric drive source as a generator to generate regenerative power. A transportation system using an electric vehicle, wherein electric power is stored in the power storage means in the vehicle as stored power. 6. A power receiving means capable of taking in AC external power supplied from outside, a first power converting means for converting AC power into DC first converted power, and a moving means for storing DC power as stored power. An internal power storage unit, a second power conversion unit that converts DC power into a second converted power that is an AC power of a first frequency, an electric drive source that includes an induction motor or a synchronous motor and rotates with the AC power, A driving wheel rotationally driven by an electric driving source, an electric vehicle having power control means, and the electric vehicle for taking in or taking off a transport target transported by the electric vehicle in the electric vehicle. A transportation system using an electric vehicle including a stop facility at which the vehicle stops, and an external power supply unit that is disposed at the stop facility and that can supply the external power. When the electric vehicle stops at the stop facility, the control unit controls the power receiving unit to be electrically coupled to the external power supply unit, and receives the supply of the external power from the external power supply unit. Transmitting the external power to the first power conversion means, converting the external power into the first converted power, and storing the converted power as the stored power in the power storage means in the moving body; From the first power converter, and sends the stored power to the second power converter.
Controlling the traveling speed of the electric vehicle by controlling the value of the frequency, sending the converted second converted power to the electric drive source, and controlling the rotational speed of the electric drive source; and During braking travel of the body, the electric drive source is rotated using a generator, and the generated regenerative power of alternating current is sent to the first power conversion means to be converted into the first converted power, and then the stored power is used as the stored power. A transportation system using an electric vehicle, which is stored in a power storage means in the vehicle. 7. A transport system using the electric vehicle according to claim 5 or 6, further comprising a support guideway for supporting and moving the electric vehicle while guiding it. Transportation system using. 8. The transportation system using the electric vehicle according to claim 5, wherein the power storage means in the vehicle includes a flywheel rotatably held around a rotation center line, and the supply unit. By rotating the flywheel by electromagnetic action from electric power, the electric energy of the supplied electric power is converted into rotational kinetic energy of the flywheel and stored, and the rotational kinetic energy stored in the rotating flywheel is rotated. Characterized in that it has an energy conversion means for performing an energy conversion function of converting the electric energy into another electric energy again by the reverse action of the electromagnetic action, recovering the same, and outputting the same as the stored electric power to the outside. . 9. The transportation system using the electric vehicle according to claim 5 or 6, wherein the power storage means in the vehicle includes a capacitor or a storage battery as a storage element, and a plurality of the storage elements are connected in series or in parallel. A power storage circuit configured to perform connection or series-parallel connection by appropriately combining them; and an electric circuit opening and closing for charging each power storage element of the power storage circuit and extracting power from each power storage element of the power storage circuit. A transportation system using an electric vehicle, which comprises means. 10. The transportation system using the electric vehicle according to claim 5 or 6, wherein the external power supply means is continuously arranged including the stop facility and an intermediate section between the stop facilities. The power receiving means receives the supply of the external power from the continuous power supply means by performing electrical coupling with the continuous power supply means while the electric vehicle is moving, or A transportation system using an electric vehicle, wherein electric power is returned to the continuous power supply means. 11. A power receiving means capable of taking in external power supplied from the outside, a power storage means in a moving body for storing the external power as stored power, an electric drive source rotated by the stored power, and A driving wheel rotationally driven by a driving source, an electric vehicle having electric power control means, and the electric vehicle stopped to take in or take down a transported object transported by the electric vehicle into or from the electric vehicle. A transportation facility in a transportation system using an electric vehicle provided with a stopping facility to be provided and an external power supply unit capable of supplying the external power, wherein the electric vehicle is provided by the power control unit. When the vehicle stops at the stop facility, the power receiving unit is controlled so as to be electrically coupled to the external power supply unit. Receiving the external power, storing the received external power as the stored power in the power storage means in the moving body, and taking out the stored power from the power storage means in the moving body during driving of the electric vehicle, and Control the rotational speed of the electric drive source to control the traveling speed of the electric vehicle, and at the time of braking operation of the electric vehicle, rotate the electric drive source using a generator as a generator. And storing the generated regenerative power as the stored power in the power storage means in the moving body in a transport system using an electric moving body.