JP2006222087A - Secondary battery device for hybrid rail vehicle - Google Patents

Secondary battery device for hybrid rail vehicle Download PDF

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Publication number
JP2006222087A
JP2006222087A JP2006057747A JP2006057747A JP2006222087A JP 2006222087 A JP2006222087 A JP 2006222087A JP 2006057747 A JP2006057747 A JP 2006057747A JP 2006057747 A JP2006057747 A JP 2006057747A JP 2006222087 A JP2006222087 A JP 2006222087A
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battery
power
voltage
battery device
secondary battery
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JP4907197B2 (en
Inventor
Masahito Suzuki
優人 鈴木
Eiichi Toyoda
瑛一 豊田
Motomi Shimada
基巳 嶋田
Takashi Kaneko
貴志 金子
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Hitachi Ltd
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Hitachi Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Abstract

<P>PROBLEM TO BE SOLVED: To realize a small size and large capacity battery device applied to a hybrid rail vehicle, wherein the cooling efficiency and the safety of the battery device is improved. <P>SOLUTION: The hybrid rail vehicle provided with a power device for generating dc power using the power of engine, an inverter device for supplying ac power to an ac motor for driving the vehicle by transferring the dc power generated from the power source into the ac power of variable voltage and variable frequency, and a secondary battery device connected parallel to the out put of the power source to supply the dc power to the inverter device. The secondary battery device gives the practical voltage of about 750 V in rail vehicle by connecting 108 unit batteries from 69121 to 6912n in series, while each unit batteries provides the voltage of about 7 V. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、エンジン発電機と二次電池を併用したハイブリッド鉄道車両用二次
電池装置に関する。 The present invention relates to a secondary battery device for a hybrid railway vehicle using an engine generator and a secondary battery in combination.

最近、ディーゼルエンジン式鉄道車両（以下、気動車と呼ぶ。）においては、
騒音、排気等の環境問題への対応やシステムのメンテナンス性向上のため、電気
式鉄道車両（以下、電気車と呼ぶ。）と部品の共通化を図ったハイブリッド化が
検討されている。
このシステムでは、エンジンで発電機を駆動して交流電力を発生し、これをコ
ンバータ装置で一旦直流電力に変換する。この直流電力を更にインバータ装置で
可変電圧、可変周波数の交流電力に再変換して誘導電動機を駆動する。
このようなシステムと同様のシステムとしてハイブリッド電気自動車用システ
ムが報告されている（例えば、特許文献１）。 Recently, in diesel engine type railway vehicles (hereinafter referred to as diesel vehicles)
In order to deal with environmental problems such as noise and exhaust, and to improve the maintainability of the system, a hybrid system in which parts are shared with an electric railway vehicle (hereinafter referred to as an electric vehicle) is being studied.
In this system, a generator is driven by an engine to generate AC power, which is once converted into DC power by a converter device. This DC power is further converted back to variable voltage and variable frequency AC power by an inverter device to drive the induction motor.
A hybrid electric vehicle system has been reported as a system similar to such a system (for example, Patent Document 1).

特開平１０−１９１５０３号記載JP-A-10-191503

上記特許文献１に記載のシステムでは、エンジン発電機出力を直流電力に変換
するコンバータ装置の出力側(インバータ装置の入力側)に更にバッテリを接続し、
過渡的な電力の変化をバッテリで補うようにしている。
鉄道車両において同様にバッテリを用いる場合、上記電気自動車に対して１０
倍程度の電力が必要となるため、複数のバッテリモジュールが必要となり、装置
が大型化してしまう。
また、電気自動車では１回の充放電時間が数秒程度であるのに対し、鉄道車両
では数１０秒程度必要であり、バッテリにとっては大電流を長時間充放電するこ
とが要求される。このため、バッテリの温度が上昇し、電気的性能の変化やバッ
テリ自体の劣化を招いたり、更にバッテリ内部に引火性材料を用いている場合、
安全上の問題も発生する。 In the system described in Patent Document 1, a battery is further connected to the output side (input side of the inverter device) of the converter device that converts the engine generator output into DC power,
The battery is made up for transient changes in power.
When a battery is similarly used in a railway vehicle, 10% of the electric vehicle is used.
Since about twice as much power is required, a plurality of battery modules are required, resulting in an increase in size of the apparatus.
In addition, while an electric vehicle has a charge / discharge time of about several seconds, a railway vehicle requires about several tens of seconds, and a battery is required to charge and discharge a large current for a long time. For this reason, when the temperature of the battery rises, causing a change in electrical performance or deterioration of the battery itself, and further using a flammable material inside the battery,
There are also safety issues.

本発明の課題は、ハイブリッド型の鉄道車両に適用する大容量のバッテリ装置
を小型に実現すると共に、冷却効率及び安全性を向上するに好適なハイブリッド
鉄道車両用二次電池装置を提供することにある。 An object of the present invention is to provide a secondary battery device for a hybrid railway vehicle that is suitable for improving the cooling efficiency and safety while realizing a small-sized battery device having a large capacity applied to a hybrid railway vehicle. is there.

上記課題を解決するため、エンジンの動力を利用して直流電力を発生する電源
装置と、電源装置から出力される直流電力を可変電圧、可変周波数の交流電力に
変換し、交流電力を車両を駆動する交流電動機に供給するインバータ装置と、電
源装置の出力と並列に接続され、インバータ装置に対して直流電力を供給する二
次電池装置とを備えたハイブリッド鉄道車両において、二次電池装置は、電圧約
７Ｖの単位バッテリを１０８本直列接続して鉄道車両における実用レベルの約７
５０Ｖの電圧を得る。 In order to solve the above-mentioned problems, a power supply device that generates DC power using engine power, and converts DC power output from the power supply device into AC power of variable voltage and variable frequency to drive the AC power to the vehicle In a hybrid railway vehicle including an inverter device supplied to an AC motor and a secondary battery device connected in parallel with the output of the power supply device and supplying DC power to the inverter device, the secondary battery device 108 unit batteries of about 7V are connected in series and about 7 levels of practical use in railway vehicles
A voltage of 50V is obtained.

本発明によれば、ハイブリッド型の鉄道車両に適用する大容量のバッテリ装置
を小型に実現できると共に、冷却効率を向上することができる。
また、隣接する単位バッテリが互いに逆極性となるように配置し、プレート端
面で全単位バッテリが直列となるように配線することにより、最短の配線長で大
容量のバッテリ装置を構成することができる。 ADVANTAGE OF THE INVENTION According to this invention, while being able to implement | achieve small-sized the large capacity battery apparatus applied to a hybrid type railway vehicle, cooling efficiency can be improved.
In addition, by arranging adjacent unit batteries so that their polarities are opposite to each other, and wiring so that all unit batteries are in series on the end face of the plate, a battery device with a large capacity can be configured with the shortest wiring length. .

以下、本発明の最良の形態を図１〜図８を用いて説明する。   Hereinafter, the best mode of the present invention will be described with reference to FIGS.

まず、図１を用いて本発明の一実施形態の構成を説明する。
図１において、エンジン１及びエンジン１に軸で直結された発電機２は、Ｕ，
Ｖ，Ｗ３相の交流電力を発生し、コンバータ装置３は、この交流電力を直流電力
に変換して出力する。インバータ装置４は、コンバータ装置３から出力される直
流電力を可変電圧、可変周波数の３相交流電力に変換し、誘導電動機５に供給す
る。バッテリ装置６は、コンバータ装置３の出力に並列に接続され、後述のよう
に車両の起動時等に電力を補給する。平滑コンデンサ７は、インバータ装置４の
入力に並列に接続され、インバータ入力電圧の変動を抑制する。
一方、制御部１０は、電流検出器９ａで検出したコンバータ出力電流Ｉｓと電
圧検出器８で検出した平滑コンデンサ電圧Ｅｃｆ、及び発電機回転周波数Ｆｒｇ
によりコンバータ制御演算を実行し、コンバータ装置３に対してコンバータＰＷ
Ｍ制御信号Ｓｇｃを出力する。
また、制御部１０は、電流検出器９ｂ，９ｃ，９ｄで検出した電動機電流Ｉｕ，
Ｉｖ，Ｉｗと電圧検出器８で検出した平滑コンデンサ電圧Ｅｃｆ、及び電動機回
転周波数（鉄道車両用電動機では通常２Ｈｚ／１回転）Ｆｒｍによりインバータ
制御演算を実行し、インバータ装置４に対してインバータＰＷＭ制御信号Ｓｇｉ
を出力する。
更に、制御部１０は、バッテリ装置６から出力されるバッテリ電流Ｉｂ１〜Ｉ
ｂｎ，バッテリ電圧Ｖｂ１〜Ｖｂｎ，バッテリ温度Ｔｂ１１〜Ｔｂｎｍによりバ
ッテリの稼動状態を判断し、バッテリの充放電制御信号Ｓｂ１〜Ｓｂｎを出力す
る。 First, the configuration of an embodiment of the present invention will be described with reference to FIG.
In FIG. 1, an engine 1 and a generator 2 directly connected to the engine 1 by a shaft are represented by U,
V and W three-phase AC power is generated, and the converter device 3 converts this AC power into DC power and outputs it. The inverter device 4 converts the DC power output from the converter device 3 into a three-phase AC power having a variable voltage and a variable frequency, and supplies it to the induction motor 5. The battery device 6 is connected in parallel to the output of the converter device 3 and replenishes power when the vehicle is started, as will be described later. The smoothing capacitor 7 is connected in parallel to the input of the inverter device 4 and suppresses fluctuations in the inverter input voltage.
On the other hand, the controller 10 converts the converter output current Is detected by the current detector 9a, the smoothing capacitor voltage Ecf detected by the voltage detector 8, and the generator rotation frequency Frg.
The converter control calculation is executed by the
The M control signal Sgc is output.
In addition, the control unit 10 detects the motor current Iu, detected by the current detectors 9b, 9c, 9d.
Inverter control calculation is executed based on Iv, Iw and the smoothing capacitor voltage Ecf detected by the voltage detector 8 and the motor rotation frequency (normally 2 Hz / 1 rotation in a motor for a railway vehicle) Frm, and inverter PWM control is performed on the inverter device 4. Signal Sgi
Is output.
Further, the control unit 10 outputs battery currents Ib1 to Ib output from the battery device 6.
The battery operating state is determined based on bn, battery voltages Vb1 to Vbn, and battery temperatures Tb11 to Tbnm, and battery charge / discharge control signals Sb1 to Sbn are output.

次に、本実施形態のバッテリ装置６の構成を図２により説明する。
バッテリユニット６１は、バッテリ６９１と、バッテリ６９１に直列に接続さ
れた半導体スイッチ素子６３１，６５１と、この半導体スイッチ素子６３１，６
５１にそれぞれ並列に接続されたダイオード６４１，６６１と、バッテリ６９１
と半導体スイッチ素子６３１，６５１に直列に接続されたスイッチ６１１と、ス
イッチ６１１に並列に接続された抵抗器６２１と、バッテリ６９１の入出力電流
を検出する電流検出器６７１、及び直列接続されたバッテリ６９１の全電圧を検
出する電圧検出器６８１で構成される。
バッテリ装置６は、このような複数のバッテリユニット６１〜６ｎを並列接続
して構成し、半導体スイッチ素子６３１〜６３ｎ，６５１〜６５ｎをＯＮ／ＯＦ
Ｆ制御する充放電制御信号Ｓｂ１〜Ｓｂｎを入力として、各ユニットのバッテリ
電流Ｉｂ〜Ｉｎとバッテリ電圧Ｖｂ１〜Ｖｂｎ及び各バッテリの温度Ｔｂ１〜Ｔ
ｂｎを出力する。
なお、本実施形態において、最初にバッテリ装置６を構築する場合、複数のバ
ッテリユニット６１〜６ｎを下記の手順で並列接続することにより、バッテリ間
に流れる電流を抑制し、更にバッテリの劣化防止と作業の安全性を確保すること
ができる。
（１）スイッチ６１１〜６１ｎを開放、半導体スイッチ素子６３１〜６３ｎ，
６５１〜６５ｎをオフ。
（２）各ユニットを並列に接続。
（３）半導体スイッチ素子６３１〜６３ｎ，６５１〜６５ｎをオン。
（４）スイッチ６１１〜６１ｎを投入。 Next, the configuration of the battery device 6 of the present embodiment will be described with reference to FIG.
The battery unit 61 includes a battery 691, semiconductor switch elements 631, 651 connected in series to the battery 691, and the semiconductor switch elements 631, 6
51, diodes 641, 661 respectively connected in parallel, and a battery 691
A switch 611 connected in series to the semiconductor switch elements 631 and 651, a resistor 621 connected in parallel to the switch 611, a current detector 671 for detecting the input / output current of the battery 691, and a battery connected in series The voltage detector 681 detects all the voltages 691.
The battery device 6 is configured by connecting a plurality of such battery units 61 to 6n in parallel, and the semiconductor switch elements 631 to 63n and 651 to 65n are turned on / off.
F charge / discharge control signals Sb1 to Sbn to be F-controlled are input, and battery currents Ib to In, battery voltages Vb1 to Vbn of each unit, and temperatures Tb1 to Tb of each battery.
bn is output.
In the present embodiment, when the battery device 6 is first constructed, a plurality of battery units 61 to 6n are connected in parallel by the following procedure, thereby suppressing the current flowing between the batteries and further preventing the deterioration of the battery. Work safety can be ensured.
(1) Open switches 611-61n, semiconductor switch elements 631-63n,
Turn off 651-65n.
(2) Connect each unit in parallel.
(3) The semiconductor switch elements 631 to 63n and 651 to 65n are turned on.
(4) Turn on the switches 611 to 61n.

以下、本実施形態の動作について説明する。
制御部１０は、バッテリ電流Ｉｂ１〜Ｉｂｎ，バッテリ電圧Ｖｂ１〜Ｖｂｎ，
バッテリ温度Ｔｂ１〜Ｔｂｎに基づき、図３及び数１に示すような、バッテリ６
９１〜６９ｎの充電状態を示す充電率（上限電圧を１００％、下限電圧を０％と
したときの割合）ＳＯＣと異常の有無を示すエラー情報ＥＲＲを作成する。
ＳＯＣ≒（（バッテリ電圧−下限電圧）／（上限電圧−下限電圧））
×１００（％） （数１）
制御部１０は、この充電率ＳＯＣとエラー情報ＥＲＲに基づき、半導体スイッ
チ素子６３１〜６３ｎ，６５１〜６５ｎをＯＮ／ＯＦＦ制御する充放電制御信号
Ｓｂ１〜Ｓｂｎを出力する。
また、制御部１０は、電動機電流Ｉｕ，Ｉｖ，Ｉｗと平滑コンデンサ電圧Ｅｃ
ｆ及び電動機回転周波数Ｆｒｍに基づいてインバータ装置４を駆動するためのＰ
ＷＭパルス信号Ｓｇｉを出力する。
更に、制御部１０は、コンバータ出力電流Ｉｓと平滑コンデンサ電圧Ｅｃｆ及
び発電機回転周波数Ｆｒｇに基づいてコンバータ装置３を駆動するためのＰＷＭ
パルス信号Ｓｇｃを出力する。
制御部１０は、通常バッテリの充電率ＳＯＣが常に図４の斜線部内になるよう
に半導体スイッチ素子を制御する。ここで、充電率最大値ＳＯＣｍａｘは、バッ
テリが十分充電された状態であり、図示の充電限界を示す。また、充電率最小値
ＳＯＣｍｉｎは、バッテリが十分放電しきった状態であり、図示の放電限界を示
す。
例えば、電動機回転周波数Ｆｒｍが０付近の低速域は、回生エネルギーを吸収
するよりも力行エネルギーを確保するため、矢印１（丸印）に示すように斜線部
下限値から放電限界まで放電余力を確保し、電動機回転周波数ＦｒｍがＦｒｍ２
以上の高速域は、力行エネルギーを確保するよりも回生エネルギーを吸収するた
め、矢印４（丸印）に示すように斜線部上限値から充電限界までの充電余力を確
保する。また、電動機回転周波数ＦｒｍがＦｒｍ１の中速域では、矢印２（丸印）
に示す放電余力と矢印３（丸印）に示す充電余力を速度に応じてバランスよく確
保する。
上記のような制御を行うなかで、万が一バッテリの充電率ＳＯＣが充電限界を
超えた場合、制御部１０は、該当するバッテリを含むユニットの充電電流を阻止
する半導体スイッチ素子をＯＦＦするような充放電制御信号Ｓｂ１〜Ｓｂｎを出
力すると共に、回生運転時にインバータ装置４から出力される回生エネルギーを
エンジン１、発電機２及びコンバータ装置３で吸収するように制御する。
また、逆にバッテリの充電率ＳＯＣが放電限界を超えた場合、制御部１０は、
該当するバッテリを含むユニットの放電電流を阻止する半導体スイッチ素子をＯ
ＦＦするような充放電制御信号Ｓｂ１〜Ｓｂｎを出力すると共に、力行運転時に
不足する電力を補うため、コンバータ装置３の出力を増加するように制御する。
また、制御部１０は、エラー情報ＥＲＲによりバッテリの異常を検知すると、
該当するユニットの半導体スイッチ素子を全てＯＦＦするような充放電制御信号
Ｓｂ１〜Ｓｂｎを出力してユニットを切り離すと共に、不足する電力を補うよう
にエンジン１、発電機２及びコンバータ装置３を制御する。 Hereinafter, the operation of this embodiment will be described.
The control unit 10 includes battery currents Ib1 to Ibn, battery voltages Vb1 to Vbn,
Based on the battery temperatures Tb1 to Tbn, the battery 6 as shown in FIG.
The charging rate (the ratio when the upper limit voltage is 100% and the lower limit voltage is 0%) SOC and the error information ERR indicating the presence / absence of an abnormality are created.
SOC≈ ((battery voltage−lower limit voltage) / (upper limit voltage−lower limit voltage))
× 100 (%) (Equation 1)
The control unit 10 outputs charge / discharge control signals Sb1 to Sbn for ON / OFF control of the semiconductor switch elements 631 to 63n and 651 to 65n based on the charging rate SOC and the error information ERR.
Further, the control unit 10 controls the motor currents Iu, Iv, Iw and the smoothing capacitor voltage Ec.
P for driving the inverter device 4 based on f and the motor rotation frequency Frm
The WM pulse signal Sgi is output.
Further, the control unit 10 performs PWM for driving the converter device 3 based on the converter output current Is, the smoothing capacitor voltage Ecf, and the generator rotational frequency Frg.
The pulse signal Sgc is output.
The control unit 10 controls the semiconductor switch element so that the charging rate SOC of the normal battery is always within the hatched portion in FIG. Here, the maximum charging rate SOCmax is a state in which the battery is sufficiently charged, and indicates the illustrated charging limit. Further, the minimum charge rate SOCmin is a state in which the battery is fully discharged, and indicates the illustrated discharge limit.
For example, in the low speed range where the motor rotation frequency Frm is near 0, the remaining power is ensured from the hatched lower limit value to the discharge limit as shown by the arrow 1 (circle) in order to secure powering energy rather than absorbing regenerative energy. The motor rotation frequency Frm is Frm2.
Since the above high-speed region absorbs regenerative energy rather than securing powering energy, as shown by the arrow 4 (circle), the remaining charge capacity from the hatched portion upper limit value to the charge limit is secured. Further, when the motor rotation frequency Frm is in the middle speed range of Frm1, an arrow 2 (circle)
And the remaining charge capacity indicated by the arrow 3 (circle) are ensured in a well-balanced manner according to the speed.
If the charging rate SOC of the battery exceeds the charging limit during the above control, the control unit 10 turns off the semiconductor switching element that blocks the charging current of the unit including the corresponding battery. The discharge control signals Sb1 to Sbn are output, and the regenerative energy output from the inverter device 4 during the regenerative operation is controlled to be absorbed by the engine 1, the generator 2, and the converter device 3.
Conversely, when the battery charge rate SOC exceeds the discharge limit, the control unit 10
A semiconductor switch element that prevents the discharge current of the unit including the corresponding battery is O
The charge / discharge control signals Sb <b> 1 to Sbn that perform FF are output, and control is performed to increase the output of the converter device 3 in order to compensate for the power shortage during the power running operation.
Further, when the control unit 10 detects a battery abnormality based on the error information ERR,
The charge / discharge control signals Sb1 to Sbn that turn off all the semiconductor switch elements of the corresponding unit are output to disconnect the unit, and the engine 1, the generator 2, and the converter device 3 are controlled to compensate for the insufficient power.

図５に、本実施形態のバッテリ６９１の構成を示す。
蜂の巣状に穴を設けた２枚の絶縁体プレート６９１１ａ，６９１１ｂを対向し
て配置し、この間に円筒状の単位バッテリ６９１２１〜６９１２ｎを隣接する単
位バッテリが互いに逆極性となるように配置する。更に、蜂の巣状に設けた穴の
中心部は図示のように風通し穴６９１３として確保する。
単位バッテリ６９１２１〜６９１２ｎを互いに逆極性に配置し、隣接するもの
どおしを配線６９１４で接続することにより、左上の単位バッテリ６９１２１か
ら右下の単位バッテリ６９１２ｎまでを最短の配線で直列に接続する。本実施形
態では、電圧約７Ｖの単位バッテリを１０８本用いることにより、鉄道車両にお
いても実用レベルの約７５０Ｖの電圧を得る。 FIG. 5 shows the configuration of the battery 691 of this embodiment.
Two insulator plates 6911a and 6911b provided with holes in a honeycomb shape are arranged to face each other, and cylindrical unit batteries 69121 to 6912n are arranged so that adjacent unit batteries have opposite polarities. Further, the central portion of the hole provided in a honeycomb shape is secured as a vent hole 6913 as shown in the figure.
Unit batteries 69121 to 6912n are arranged in opposite polarities, and adjacent ones are connected by wiring 6914, so that unit battery 69121 at the upper left to unit battery 6912n at the lower right are connected in series with the shortest wiring. . In the present embodiment, by using 108 unit batteries having a voltage of about 7V, a voltage of about 750V, which is a practical level, is obtained even in a railway vehicle.

図６に、本バッテリ６９１の実装形態を示す。
図示のように、車体２０の床下の車輪２１ａ，２１ｂの間にコンバータ装置３，
インバータ装置４とバッテリ６９１を実装し、更にバッテリ６９１はコンバータ
装置３，インバータ装置４より車体２０の内側に実装し、これによりバッテリ６
９１が走行風を受けやすい配置とする。
以上、本実施形態によれば、大容量のバッテリ装置を小型に実現できると共に、
走行風を有効に利用することにより、冷却効率を向上することができる。 FIG. 6 shows a mounting form of the battery 691.
As shown, the converter device 3 is interposed between the wheels 21a and 21b under the floor of the vehicle body 20.
The inverter device 4 and the battery 691 are mounted. Further, the battery 691 is mounted inside the vehicle body 20 from the converter device 3 and the inverter device 4.
91 is arranged to be easily subjected to traveling wind.
As described above, according to the present embodiment, a large-capacity battery device can be realized in a small size,
The cooling efficiency can be improved by effectively using the traveling wind.

図７は、本発明の他のバッテリ６９１の構成を示す。
本実施形態では、プレート６９１１ｃ，６９１１ｄの風通し穴を無くすると共
に、バッテリ固定穴及び配線を絶縁一体化してバッテリホルダ６９１５を構成し、
更に、このバッテリホルダ６９１５と各プレート６９１１ｃ，６９１１ｄを一体
化した。
このプレート６９１１ｃ，６９１１ｄの間に図５の実施形態と同様、単位バッ
テリ６９１２１〜６９１２ｎを配置することにより、バッテリ６９１を構成する。
FIG. 7 shows the configuration of another battery 691 of the present invention.
In the present embodiment, the air holes of the plates 6911c and 6911d are eliminated, and the battery fixing hole and the wiring are insulated and integrated to constitute the battery holder 6915.
Further, the battery holder 6915 and the plates 6911c and 6911d are integrated.
Similar to the embodiment of FIG. 5, unit batteries 69121 to 6912n are arranged between the plates 6911c and 6911d to constitute a battery 691.

図８に、本発明の他のバッテリ６９１の実装形態を示す。
図５の実施形態と同様に、車体２０の床下の車輪２１ａ，２１ｂの間にコンバ
ータ装置３，インバータ装置４とバッテリ６９１を実装し、更にバッテリ６９１
はコンバータ装置３，インバータ装置４より車体２０の内側に実装する。このと
き、バッテリ６９１のプレート面を走行方向に対して垂直に配置し、これにより、
単位バッテリ６９１２１〜６９１２ｎが直接走行風を受けやすくする。
以上、本実施形態によれば、大容量のバッテリ装置を小型に実現できると共に、
走行風を有効に利用することにより、冷却効率を向上することができる。更に、
本実施形態によれば、単位バッテリの電極が絶縁カバーされている上に、配線が
不要なため、安全性、作業性が向上する。 FIG. 8 shows another embodiment of the battery 691 according to the present invention.
Similar to the embodiment of FIG. 5, the converter device 3, the inverter device 4, and the battery 691 are mounted between the wheels 21 a and 21 b under the floor of the vehicle body 20, and the battery 691 is further mounted.
Is mounted inside the vehicle body 20 from the converter device 3 and the inverter device 4. At this time, the plate surface of the battery 691 is arranged perpendicular to the traveling direction,
The unit batteries 69121 to 6912n are easily subjected to the traveling wind.
As described above, according to the present embodiment, a large-capacity battery device can be realized in a small size,
The cooling efficiency can be improved by effectively using the traveling wind. Furthermore,
According to the present embodiment, the electrodes of the unit battery are covered with insulation and no wiring is required, so safety and workability are improved.

本発明は、ハイブリッド型の鉄道車両に適用する大容量のバッテリ装置を小型
に実現し、冷却効率が向上する。
また、隣接する単位バッテリが互いに逆極性となるように配置し、プレート端
面で全単位バッテリが直列となるように配線することにより、最短の配線長で大
容量のバッテリ装置が構成される。 The present invention realizes a large-capacity battery device applied to a hybrid railway vehicle in a small size, and improves cooling efficiency.
Further, by arranging adjacent unit batteries so that their polarities are opposite to each other, and wiring so that all unit batteries are in series on the end face of the plate, a battery device having a large capacity with the shortest wiring length is configured.

本発明の一実施形態を示す構成図The block diagram which shows one Embodiment of this invention 本発明のバッテリ装置の構成を示す図The figure which shows the structure of the battery apparatus of this invention 本発明の充電率及びエラー情報の説明図Explanatory diagram of charging rate and error information of the present invention 本発明の制御部の運転モードの説明図Explanatory drawing of the operation mode of the control part of this invention 本発明のバッテリの構成図Configuration diagram of the battery of the present invention 図５に示すバッテリの実装形態図Battery mounting diagram shown in FIG. 本発明の他のバッテリの構成図Configuration of another battery of the present invention 図７に示す他のバッテリの実装形態図FIG. 7 shows another battery mounting form.

符号の説明Explanation of symbols

１…エンジン、２…発電機、３…コンバータ装置、４…インバータ装置、５…誘
導電動機、６…バッテリ装置、７…平滑コンデンサ、８…電圧検出器、９ａ，９
ｂ，９ｃ，９ｄ…電流検出器、１０…制御部、６９１…バッテリ、６９１２１〜
６９１２ｎ…単位バッテリ、６９１１ａ〜６９１１ｄ…プレート、６９１４…配
線、６９１５…バッテリホルダ、Ｉｂ１〜Ｉｂｎ…バッテリ電流、Ｖｂ１〜Ｖｂ
ｎ…バッテリ電圧、Ｔｂ１１〜Ｔｂｎｍ…バッテリ温度、Ｓｂ１〜Ｓｂｎ…半導
体スイッチ素子ＯＮ／ＯＦＦ信号、Ｉｕ，Ｉｖ，Ｉｗ…誘導電動機の相電流、Ｓ
ｇｃ…コンバータＰＷＭ制御信号、Ｓｇｉ…インバータＰＷＭ制御信号、Ｅｃｆ
…平滑コンデンサ電圧、Ｉｓ…コンバータ出力電流、Ｆｒｍ…電動機回転周波数、
Ｆｒｇ…発電機回転周波数

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Generator, 3 ... Converter apparatus, 4 ... Inverter apparatus, 5 ... Induction motor, 6 ... Battery apparatus, 7 ... Smoothing capacitor, 8 ... Voltage detector, 9a, 9
b, 9c, 9d ... current detector, 10 ... control unit, 691 ... battery, 69121-
6912n: Unit battery, 6911a to 6911d ... Plate, 6914 ... Wiring, 6915 ... Battery holder, Ib1-Ibn ... Battery current, Vb1-Vb
n ... battery voltage, Tb11-Tbnm ... battery temperature, Sb1-Sbn ... semiconductor switch element ON / OFF signal, Iu, Iv, Iw ... phase current of induction motor, S
gc: converter PWM control signal, Sgi: inverter PWM control signal, Ecf
... smoothing capacitor voltage, Is ... converter output current, Frm ... motor rotation frequency,
Frg: Generator rotation frequency

Claims (1)

エンジンの動力を利用して直流電力を発生する電源装置と、該電源装置から出
力される直流電力を可変電圧、可変周波数の交流電力に変換し、該交流電力を車
両を駆動する交流電動機に供給するインバータ装置と、前記電源装置の出力と並
列に接続され、前記インバータ装置に対して直流電力を供給する二次電池装置と
を備えたハイブリッド鉄道車両において、
前記二次電池装置は、電圧約７Ｖの単位バッテリを１０８本直列接続して鉄道
車両における実用レベルの約７５０Ｖの電圧を得ることを特徴とするハイブリッ
ド鉄道車両用二次電池装置。

A power supply device that generates DC power using the power of the engine, and converts the DC power output from the power supply device into AC power of variable voltage and variable frequency, and supplies the AC power to an AC motor that drives the vehicle In a hybrid railway vehicle comprising: an inverter device, and a secondary battery device connected in parallel with the output of the power supply device and supplying DC power to the inverter device,
The secondary battery device is a secondary battery device for a hybrid railway vehicle, wherein 108 unit batteries having a voltage of about 7V are connected in series to obtain a voltage of about 750V, which is a practical level in a railway vehicle.

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Also Published As

Publication number Publication date
JP4373407B2 (en) 2009-11-25
JP2004243908A (en) 2004-09-02
JP4907197B2 (en) 2012-03-28
JP4446970B2 (en) 2010-04-07
JP2006219128A (en) 2006-08-24
JP3811894B2 (en) 2006-08-23
JP2006193154A (en) 2006-07-27

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