JP2000341874A - Charging/discharging apparatus for electric railway - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform discharging at the peak of electric power demand, charging at no-demand, and prevent a secondary battery from being overcharged by mounting a charging/discharging change-over switch for a secondary battery which performs discharging through a feeder and supplies DC voltage to a rolling stock, and keeping the rated voltage of the secondary battery higher than that of the feeder. SOLUTION: This charging/discharging apparatus for electric railway is provided with a redox flow-typed secondary battery 1 for discharging electric power to an electric rolling stock drive through a feeder, a charger 3, and a change-over switch 2 switching charging and discharging. The cell of the redox flow-typed secondary battery 1 arranges cell tacks so that the number of serial laminations may become 1300 layers. The voltage of one cell is approx. 1.4 V in using a vanadium electrolyte, therefore, the voltage is approx. 1820 V in 1300 layers. The voltage fluctuation of the feeder ranges 900 to 1800 V caused by the effect of the regenerative operation of an electric railcar, however, the serial arrangement of the cells always keeps the rated voltage of the secondary battery higher than the voltage of the feeder, thus it is possible to prevent the secondary battery from being overcharged.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a charging / discharging apparatus for an electric railway, and more particularly to a charging / discharging apparatus capable of controlling charging / discharging at the time of peak power demand and at the time of non-demand. The present invention relates to an economical charge / discharge device for an electric railway that can be avoided.

[0002]

2. Description of the Related Art Electric power demand in electric railways does not always maintain a fixed amount all day, and there is a sharp peak in power demand during commuting rush hours in the morning and evening. Also, the power demand around noon is about 60-80% of the morning and evening peak time,
Also, the minimum power demand from midnight to dawn is reduced to around 15% of the peak.

[0003] If the power generation equipment is held in accordance with the peak of the power demand, the operation must be stopped at noon or during the period from midnight to dawn, and the operation rate is greatly reduced. For this reason, the so-called power leveling (load leveling) of the electric power, which is performed by charging the electric power when the electric power is not required by using the rechargeable secondary battery and discharging the electric power at the time of the electric power peak, is performed by the energy. It has great significance from the viewpoint of effective utilization. For example, from the end of the Meiji era to the early Showa period, a shortage of power supply occurred chronically, and a storage battery (secondary battery) called a battery post was directly linked to a feeder line and used for load leveling.

Further, in addition to the above-described load leveling for avoiding a shortage of the power supply to an absolute value within a certain period, a voltage drop occurring at a substation intermediate point is prevented.
Replenishment of power with a secondary battery is also useful to avoid degradation in power quality. In the following description, prevention of a decrease in power quality such as voltage drop prevention is also included in "load leveling."

On the other hand, in recent years, in the field of power electronics, semiconductor devices constituting inverters and converters capable of performing AC / DC conversion with almost no loss have appeared. For this reason, if it is a general charge and discharge device,
Using the inverter described above, it is possible to charge and discharge a large amount of DC power from a general AC power system wiring to a lead storage battery (secondary battery). Also, as for the DC chopper capable of converting the DC power voltage, a semiconductor device capable of controlling the voltage with almost no loss is used similarly to the inverter described above.

[0006]

FIG. 7 is a diagram showing a power supply system to an electric railway. Referring to FIG. 7, the power supply system includes an AC transmission and distribution line 36 and an AC voltage of 1200.
A transformer 15 stepping down to about V, a rectifier 15 composed of a diode, and a rectified voltage 150
And a feeder line 32 to which DC power of about 0 V is supplied. The electric train 37 receives direct-current power from a feeder line 32 via a pantograph 39 to a DC machine 38 mounted on the electric train, and is driven on a track 34. In FIG. 7, for example, when a secondary battery is installed in part A, power is taken into the secondary battery from a general power supply system via an inverter or a converter.

FIG. 8 is a diagram showing the configuration of a conventional electric railway charging / discharging device. Mark J of the conventional device shown in FIG.
Is a diagram showing a configuration in which a secondary battery is charged from a general AC power supply system via the inverter. Inverters are expensive, so even if the rechargeable batteries are cheaper,
The proportion of the cost of the inverter in the charging / discharging device increases, which is also expensive. In the case of the device of the mark J, it is necessary to further install a protection relay in accordance with the system interconnection guidelines, which further increases the cost.

[0008] The device indicated by a mark K in FIG. 8 is a view showing a configuration in which the above-mentioned battery post, which is a secondary battery, is directly connected to a feeder. The device with the mark K is used by installing a secondary battery in the portion B of FIG. The device having this configuration corresponds to a battery post used in the late Meiji and early Showa periods. In such a configuration, whether the battery post is charged or discharged is determined by the relationship between the feeder line voltage, the electromotive force of the battery, and the internal resistance of the battery. It is difficult to control such that the battery is discharged. In the device with the mark K, when charging the battery while reducing the number of stacked batteries in series, the feeder line voltage increases due to the regenerative operation of the train, an overvoltage occurs in the secondary battery, and the secondary battery may deteriorate. is there.

[0009]

[Table 1]

Table 1 shows the features of the conventional apparatus shown in FIG. As shown in FIG. 8, there is currently no charge / discharge device for electric railways that shows good characteristics in all of controllability, controller cost, and overvoltage measures.

Therefore, an object of the present invention is to have controllability for charging and discharging in accordance with the timing of load leveling,
An object of the present invention is to provide an economical electric railway charging / discharging device that does not generate an overvoltage from a feeder line to a secondary battery.

[0012]

According to a first aspect of the present invention, there is provided a charge / discharge device for an electric railway, comprising: a charging device for charging a secondary battery; A secondary battery that discharges and supplies DC power to the vehicle; and a switch for switching between charging and discharging the secondary battery, wherein the rated voltage of the secondary battery is higher than the rated voltage of the feeder line. I do.

As described above, a separate charger is provided to charge a secondary battery for load leveling or the like, thereby increasing the flexibility in setting the voltage and the like of the secondary battery, and making the battery extremely economical. The manufacture and operation of the electric railway charging / discharging device are facilitated. In other words, the peak time of the power demand is about one hour, while the non-demand time extends to 6 hours from midnight to dawn. Can be charged. Since the rated voltage of the charger is naturally set higher than the rated voltage of the feeder wire, the rated voltage of the secondary battery can be higher than the feeder voltage. Therefore, even if the voltage of the feeder line increases due to the regenerative operation of the train, the discharge from the secondary battery hardly becomes impossible. With respect to controllability, a changeover switch such as a semiconductor device switch or a mechanical switch can easily switch to a discharged state at the peak of power demand and to a charged state at power demand.

The above secondary battery may be any battery as long as it is a secondary battery. A regenerative fuel cell (active material flow type battery) is desirable, and a redox flow secondary battery, a fuel cell Can be used as a particularly desirable secondary battery. In the following description, the same applies to the secondary battery.

In the charge / discharge device for an electric railway according to the first aspect, it is desirable that the rated voltage of the secondary battery is higher than the rated voltage of the feeder by about 500 V or less.

As a result, the secondary battery is smoothly discharged from the secondary battery to the feeder line, and even if the voltage of the feeder line rises due to a change factor such as a regenerative operation of the electric train, the secondary battery is overvoltaged and the secondary battery is damaged. Rarely receive it.

In the above electric railway charging / discharging device,
Preferably, the charging device is a rectifier that charges the secondary battery using AC power.

As a result, the rated voltage of the secondary battery is always set to be higher than the rated voltage of the feeder wire by 200 to 300 V, and the charger uses an AC power supply and uses a transformer to make it higher than the rated voltage of the secondary battery. If the peak voltage is several hundred volts higher, it is possible to economically configure the electric railway charging / discharging device while preventing overvoltage.

In a second aspect, a charge / discharge device for an electric railway according to the present invention includes a chargeable / dischargeable secondary battery group, and a switching control device for switching between charging and discharging of the secondary battery group. The switching control device, when charging the secondary battery group, sets the voltage at the power supply end for the charging to be higher than the charging rated voltage of the secondary battery group in the charged state, and When the group is discharged, the rated discharge voltage of the secondary battery group in the discharge state is set higher than the rated voltage of the feeder wire.

According to the above configuration, it is possible to cause the secondary battery group to be discharged at the peak of power demand and charged at the time of non-demand without causing overvoltage. Since the switching control device can use a mechanical switch (such as a tap), a DC chopper, or the like, the device is not as expensive as when an inverter is used.

In the charging / discharging device for an electric railway according to the second aspect, when the switching control device charges the secondary battery group, the voltage of the power supply terminal for charging the secondary battery group is charged. The discharge voltage of the secondary battery group is set to be higher than the rated voltage of the secondary battery group by about 500 V or less when the secondary battery group is discharged. It is desirable to raise it.

As a result, when the secondary battery group is charged, the charging is efficiently performed from the external power supply terminal, and when the secondary battery group is discharged, if there is a voltage fluctuation of the feeder line within a normal voltage fluctuation range, Discharge can be used for load leveling without any problem.

In the charging / discharging device for an electric railway according to the second aspect, the switching control device includes a first arrangement state corresponding to a charging state and a second arrangement state corresponding to a discharging state of the secondary battery group. 2 in which the rated voltage between the terminals of the secondary battery group in the first arrangement state is higher than the rated voltage between the terminals of the secondary battery group in the second arrangement state. Low is desirable.

The arrangement state of the secondary batteries means a series-parallel arrangement state, wherein the number of series laminations in the first arrangement state is smaller than the number of series laminations in the second arrangement state. Can be realized. As a result, it is easy to be charged at the time of charging, and it is possible to make it difficult for an overvoltage to be generated in the secondary battery group at the time of discharging. Regarding the controllability, load leveling at the same timing can be performed by an inexpensive changeover switch such as a semiconductor device switch or a mechanical switch.

In the charging / discharging device for an electric railway according to the second aspect, the switching control device does not use all of the secondary battery groups in the discharged state in the charged state and is smaller than the number of series stacked batteries in the discharged state. It is desirable to use the number of stacked layers in series.

In the above configuration, the secondary battery at the discharge side end of the secondary battery row does not participate in charging but participates in discharging during discharging. Such a secondary battery group is effective when it is partially charged at a small rate and is charged from the electric wire, and most of the secondary battery group is charged by the original charging mechanism. With the above configuration,
By using a switching control device such as a tap, it is possible to receive charging without generating an overvoltage from the feeder wire during charging, and to discharge to the wire at a sufficiently high voltage during discharging.

In the electric railway charging / discharging device according to the second aspect, it is preferable that the electric railway charging / discharging device further include an electric resistance only at the time of charging in series with the first arrangement corresponding to the state of charge of the secondary battery group. .

As described above, the voltage directly applied to the secondary battery group decreases by the voltage drop of the electric current flowing through the electric resistance. Therefore, overvoltage in the secondary battery group is less likely to occur.

In the charging / discharging device for electric railway according to the second aspect, the switching control device is a DC chopper, and when the secondary battery is charged, the voltage is adjusted using DC power to charge the secondary battery. When the battery is discharged, it is desirable that the voltage be adjusted and then discharged to the vehicle via an electric wire.

By using the DC chopper, the voltage from the secondary battery can be adjusted to a voltage suitable for discharging the feeder line, for example, 1700 to 1800 V. Also, the supply of DC power during charging is not limited to the feeder line, but when receiving from the feeder line, even if a voltage rise occurs in the feeder line due to the regenerative operation of the train, overvoltage is applied to the secondary battery group. Can be prevented.

In the electric railway charging / discharging device according to the first and second aspects, when charged with DC power, the wiring section from the substation that supplies DC power to the vehicle via the feeder line to the feeder line It is desirable that the vehicle be charged with DC power supplied from a substation and discharged to a vehicle via a feeder line.

As described above, when installed between the substation and the electric wire, the regenerative electric power generated when the DC machine of the vehicle is operated in the power generation mode can be used for charging the electric railway charging / discharging device. . As a result, it is possible to effectively use the electric power sent to the feeder of the electric railway.

In the electric railway charging / discharging device according to the first and second aspects, when charged by DC power, the charging and discharging device is installed by being wired to a feeder and charged by DC power from the feeder. It is desirable to discharge DC power to a vehicle via a feeder line.

By being wired and installed on the feeder,
The regenerative electric power can be used not only for charging the electric railway charging / discharging device, but also immediately detecting the voltage drop occurring in the feeder wire, and the electric railway charging / discharging device can discharge and prevent the voltage drop. . As a result, it is possible to ensure a comfortable ride at all times by preventing the temporary stop of the lighting and the like while effectively utilizing the electric power. In addition, since charging can be performed from the feeder line at the time of non-demand, the wiring system can be minimized and the economical efficiency of the electric railway charging / discharging device can be further improved.

In the charge and discharge device for an electric railway according to the first and second aspects, the electric wiring interposed between the feeder and the second battery connected to the feeder and discharging DC power to the vehicle is provided. Although it is possible to discharge from the secondary battery, it is desirable that the secondary battery prevent current from flowing from the feeder line to the secondary battery.

If a ground fault or the like occurs in the secondary battery, a large current of several hundreds of kiloamps flows unless the flow of current from the feeder wire to the secondary battery is prevented as described above. Otherwise, the electric parts are damaged and cannot be used. As described above, when the current is prevented from flowing from the feeder line to the secondary battery, the above situation can be avoided.

In the charge and discharge device for electric railway according to the first and second aspects, it is preferable that the secondary battery is a regenerative fuel cell.

The regenerative fuel cell includes a fuel cell having a normal meaning, a redox flow type secondary battery, and the like. For this reason, it is possible to perform high power load leveling in a compact facility. The service life of repeated charging and discharging is sufficiently long, and has high practicality.

In the charge and discharge device for electric railway according to the first and second aspects, it is preferable that the secondary battery is a redox flow type secondary battery.

When the secondary battery is a redox flow type secondary battery, it is suitable for supplying a large amount of electric power, and is excellent in durability and economy. As a result, the electric railway charging / discharging device can be effectively used not only for small and medium-sized railways, but also for load leveling of large-scale main railways.

[0041]

(Embodiment 1) FIG. 1 shows an outline of a configuration of an electric railway charging / discharging apparatus according to Embodiment 1 of the present invention. The device includes a redox flow type secondary battery 1 that discharges power to an electric vehicle driving device via a feeder line, a charger 3 for charging the redox flow type secondary battery, and a charging / discharging device. And a changeover switch 2 for performing a changeover. The cells of a redox flow secondary battery are:
The cell stack was arranged so that the number of stacked layers was 1300. When a vanadium-based electrolyte is used, the voltage of one cell is about 1.4 V, so that about 182
It becomes 0V. Although the voltage fluctuation of the feeder line ranges from 900 to 1800 V due to the effect of the regenerative operation of the train, the rated voltage of the secondary battery is always kept higher than the feeder line voltage due to the series arrangement of the cells, and the overvoltage is applied to the secondary battery. Does not occur.

The charger 3 may be wired and installed in a DC section (part B in FIG. 7) or a feeder section (part C in FIG. 7) from the substation to the feeder, and charging may be performed from these parts. Alternatively, charging may be performed from an AC power system unit (A unit in FIG. 7) via a control device. When charging from an AC power system, this charger combines a transformer and a rectifier to achieve a peak voltage of 2000.
It is better to be about V. Redox flow type secondary battery 1
When discharging to the karakin wire, the changeover switch 2 is switched to connect the redox flow type secondary battery and the electric wire to supply power from the redox flow type secondary battery.

The apparatus shown in FIG. 1 can discharge from the redox flow type secondary battery 1 to the feeder at the same time when the power demand peaks in the morning and evening. In addition, since the charger maintains a constant voltage from late at night when power demand is small to dawn, it is possible to avoid occurrence of overvoltage when charging the redox flow type secondary battery. Further, when the above device is attached to the portion B in FIG. 7, the electric power generated by the regenerative operation of the train can be used for charging the same device. In addition, when it is attached to the portion C in FIG. 7, it is possible to not only use regenerative power but also detect a voltage drop occurring in the feeder line and discharge to prevent the voltage drop. Since the above device does not use an expensive control device such as an inverter or a converter, it can be an inexpensive device.

(Embodiment 2) FIG. 2 shows an outline of the configuration of an electric railway charging / discharging apparatus according to Embodiment 2 of the present invention. (A) shows a configuration in a charged state of the device, and (b) shows a configuration in a discharged state. In the charged state of FIG. 2A, the number of stacked cells 1 of the redox flow type secondary battery in series is smaller than that of FIG. 2B in the discharged state, and the rated voltage between the terminals is reduced. . Further, in the charged state shown in FIG.
A variable resistor 5 is connected in series to the cell arrangement of the secondary battery,
The voltage applied to the cell is adjusted. For this reason, each cell is prevented from being exposed to an overvoltage during charging, and a sufficiently high-voltage power can be supplied to the train driving DC machine during discharging.

Switching between the arrangement state of FIG. 2A and the arrangement state of FIG. 2B is performed by a changeover switch. FIG. 3 is a diagram showing wiring for specifically realizing the arrangement state of FIG. 2A and the arrangement state of FIG. 2B by a changeover switch.

The changeover switch 21 can switch between a charge state and a discharge state. In the present embodiment, a variable resistor is added. However, the above-described effect can be obtained by a device that switches the series-parallel arrangement of secondary batteries without adding a variable resistor. The above device can be attached to the part B or C in FIG. 7, and when it is attached to the part B, the regenerative electric power can be effectively used. When it is attached to the part C, only the regenerated electric power can be used. It is possible to prevent a voltage drop that occurs in the electric wire.

The configuration of the above device does not include a control device such as an expensive inverter or converter, so that the device is inexpensive and does not generate an overvoltage in the redox flow type secondary battery.

(Embodiment 3) FIG. 4 shows a configuration diagram of a charge / discharge device for an electric railway according to Embodiment 3. The device is a DC chopper (DC power control device) that receives DC power from the feeder during charging and discharges DC power to the feeder during discharge.
7 and a redox flow type secondary battery 1 as a secondary battery. The DC chopper can be used when a secondary battery is installed in a portion corresponding to the portion B or C in FIG. Since the DC chopper steps up or down the DC voltage in a pulsed form and changes the DC voltage back to the DC voltage, it is possible to discharge or charge the electric wire in accordance with the load leveling timing. Further, as described above, since the controllability of the voltage is very high, it is possible to prevent an overvoltage from being applied to the redox flow type secondary battery 1.
When this device is attached to part B in FIG. 7, regenerative power can be used. When it is attached to part C in FIG. 7, not only regenerative power can be used but also voltage drop occurring in the electric wire can be prevented. Becomes possible. Although the DC chopper is less expensive than the inverter, the cost of the DC chopper is still higher than that of the secondary battery, so that the entire apparatus may be somewhat expensive.

(Embodiment 4) FIG. 5 shows a configuration diagram of a charge / discharge device for an electric railway according to Embodiment 4. The device includes a changeover switch 33 for switching between discharging and charging, and a variable resistor 3 for adjusting the voltage applied to the secondary battery during charging.
5, a redox flow type secondary battery 1, which is a secondary battery,
51. The redox flow type secondary battery 51 at the discharge side end of the secondary battery row is not involved in charging but participates in discharging in discharging. Such a secondary battery group is effective when it is partially charged at a small rate and is charged from the electric wire, and most of the secondary battery group is charged by the original charging mechanism. As the type of the secondary battery suitable for the above usage, a redox flow type secondary battery, a fuel cell, and the like are particularly effective. The device can be mounted on part B or C of FIG.
The regenerative electric power can be used effectively in the section C, and the regenerative electric power can be used not only in the section C but also in a voltage drop occurring in the electric wire.

With the above configuration, it is possible to receive charging without generating an overvoltage from the feeder wire at the time of charging, and to discharge to the wire at a sufficiently high voltage at the time of discharging.

[0051]

[Table 2]

Table 2 is a list showing the features of the apparatus shown in the first to fourth embodiments. By comparing Table 1 and Table 2, the electric railway charging / discharging device according to the present invention has controllability,
It can be seen that both characteristics of control equipment cost and overvoltage countermeasures are provided without any omission.

(Embodiment 5) FIG. 6 shows an outline of the configuration of a charge / discharge device for an electric railway according to Embodiment 5 of the present invention. The device comprises a redox flow type secondary battery 1, a transformer 15 for boosting voltage from a general AC power supply, changeover switches 25 and 26 for switching between charging and discharging, and a diode 28.
, A GTO (turn-off thyristor) 29, and a snubber circuit 30 composed of a capacitor, a resistor, and a diode for preventing a reverse current. In the charging state, the switch 25 is closed and the switch 26 is open. In the discharging state, the switch 25 is open and the switch 26 is closed. IGB instead of GTO29
T (Insulated Gate Bipolar Transistor) may be used.

In the discharge state, if an accident such as a ground fault occurs in the secondary battery group, a large current exceeding 100 kA flows,
Not only the secondary battery but also various electric components may be damaged. In order to avoid such damage, it is necessary to install a DC breaker having a capacity as large as that of a substation. However, by providing the backflow prevention device having the above configuration, the snubber circuit 30,
The GTO 29 and the diode 28 do not cause a large current to flow through the redox flow type secondary battery 1. That is, a self-current larger than that of the feeder line flows in due to an accident inside the battery (DC short-circuit accident), and it is possible to prevent the necessity of increasing the breaking capacity of the DC breaker. As a result, it is possible to make the entire apparatus inexpensive and highly reliable.

In all of the above embodiments, the secondary battery may be any battery as long as it is a secondary battery, and a regenerative fuel cell (active material flow type battery) is desirable.
A redox flow type secondary battery, a fuel cell, or the like can be used as a particularly desirable secondary battery.

It should be noted that the embodiment disclosed this time is an example in all aspects and is not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

[0057]

According to the present invention, it is possible to obtain an inexpensive charge / discharge device for an electric railway which can be discharged at the peak of electric power demand and can be charged when electric power is not required, and can prevent overvoltage to the secondary battery. Become. In addition, when installed between substations and electric wires, it is possible to utilize regenerative power,
Further, when the power supply device is attached to a feeder wire, it is possible to prevent a voltage drop occurring in the feeder wire as well as to use regenerative power.

[Brief description of the drawings]

FIG. 1 is a diagram showing an outline of an electric railway charging / discharging device according to a first embodiment.

FIG. 2 is a diagram showing a charge / discharge device for an electric railway according to a second embodiment. (A) is a figure which shows the structure at the time of charge, (b) is a figure which shows the structure at the time of discharge.

FIG. 3 is a diagram showing a configuration in which a configuration during charging and a configuration during discharging according to a second embodiment are specifically realized by a changeover switch.

FIG. 4 is a diagram showing a configuration of a charge / discharge device for an electric railway according to a third embodiment.

FIG. 5 is a diagram showing a configuration of an electric railway charging / discharging device according to a fourth embodiment.

FIG. 6 is a diagram showing a configuration of a charge / discharge device for an electric railway according to a fifth embodiment.

FIG. 7 is a power system diagram for a general electric railway.

FIG. 8 is a diagram showing a configuration of a conventional electric railway charging / discharging device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Secondary battery (redox flow type secondary battery) 2 Charge / discharge changeover switch 3 Charger 5 Variable resistor 11, 12, 13, 14 Terminal of secondary battery group 15 Transformer 16 Diode 17 DC chopper 21 Changeover switch 25, 26 Switch 27 Rectifier (thyristor) 28 Diode 29 GTO 30 Snubber circuit 31 Capacitor 32 Feeder wire 33 Vehicle 34 Track 36 AC power system 37 Vehicle 38 DC machine 39 Pantograph 51 Discharge side secondary battery cell A A AC section B DC section (from substation DC section (middle point of feeder)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) H02J 1/00 306 H02J 1/00 306L 7/00 7/00 PF term (Reference) 5G003 AA01 BA03 BA05 CC01 DA07 DA18 FA06 GA02 GA07 GB01 GB03 5G065 EA04 GA09 HA16 MA01 5H026 AA10 RR01 5H030 AA03 AA04 AS08 BB01 BB21 FF43 FF44

Claims (14)

[Claims] 1. A charging device for charging a secondary battery, a secondary battery charged by the charging device, discharged through a feeder line, and supplies DC power to a vehicle, and charging the secondary battery. A changeover switch for discharging,
A charging and discharging device for an electric railway, wherein a rated voltage of the secondary battery is higher than a rated voltage of the feeder line. 2. The rated voltage of the secondary battery is higher than the rated voltage of the feeder wire by about 500 V or less.
A charge / discharge device for an electric railway according to claim 1. 3. The charging / discharging device for an electric railway according to claim 1, wherein the charging device is a rectifier that charges the secondary battery using AC power. 4. A chargeable / dischargeable secondary battery group, and a switching control device for switching between charging and discharging of the secondary battery group, wherein the switching control device, when charging the secondary battery group, The voltage at the power supply end for the charging is set to be higher than the rated charging voltage of the secondary battery group in the charged state, and the secondary battery in the discharged state is discharged when the secondary battery group is discharged. A charge / discharge device for electric railways that raises the rated discharge voltage of a group to be higher than the rated voltage of feeder wires. 5. The switching control device, when charging the secondary battery group, sets a voltage at a power supply end for charging the same to about 500 V or less than a rated charging voltage of the secondary battery group in a charged state. Higher, and said 2
When the secondary battery group is discharged, the discharge rated voltage of the secondary battery group in the discharged state is set to be 500 V higher than the rated voltage of the electric wire.
The charge / discharge device for an electric railway according to claim 4, wherein the charge / discharge device is set to be higher by about the following. 6. The changeover control device is a changeover switch for switching between a first arrangement state corresponding to a charge state and a second arrangement state corresponding to a discharge state of the secondary battery group. The electric railway according to claim 4, wherein a rated voltage between terminals of the secondary battery group in the first arrangement state is lower than a rated voltage between terminals of the secondary battery group in the second arrangement state. For charging and discharging equipment. 7. The switching control device according to claim 4, wherein the switching control device does not use all of the secondary battery groups in the discharged state in the charged state, but uses a smaller number of stacked layers than the number of stacked layers in the discharged state. Charge / discharge device for electric railway. 8. The electric railway charge according to claim 4, further comprising an electric resistance only during charging, in series with the first arrangement corresponding to the state of charge of the secondary battery group. Discharge device. 9. The switching control device is a DC chopper, and when charging the secondary battery, the voltage is adjusted by using DC power to charge the secondary battery, and when the secondary battery is discharged, the voltage is adjusted to connect the electric wire. The electric railway charging / discharging device according to claim 4, wherein the vehicle is discharged via the vehicle. 10. A substation that supplies DC power to a vehicle via the feeder line, is installed in a wiring section from the feeder line, and is charged by DC power supplied from the substation,
The electric railway charging / discharging device according to claim 1, wherein the direct current power is discharged to a vehicle via the feeder line. 11. The power supply device according to claim 1, which is wired and installed on the feeder line, is charged by DC power from the feeder line, and discharges DC power to a vehicle via the feeder line.
10. The charge / discharge device for an electric railway according to any one of 9. 12. An electric wiring interposed between the second battery connected to the feeder line and discharging DC power to a vehicle and the feeder line is capable of discharging from the secondary battery. The charge / discharge device for an electric railway according to any one of claims 1 to 11, wherein the current is prevented from flowing into the secondary battery from an electric wire. 13. The electric railway charging / discharging device according to claim 1, wherein the secondary battery is a regenerative fuel cell. 14. The redox flow type 2 secondary battery
The electric railway charging / discharging device according to any one of claims 1 to 12, which is a secondary battery.