JP2007236196A - Railroad train of battery drive - Google Patents

Railroad train of battery drive Download PDF

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JP2007236196A
JP2007236196A JP2007128069A JP2007128069A JP2007236196A JP 2007236196 A JP2007236196 A JP 2007236196A JP 2007128069 A JP2007128069 A JP 2007128069A JP 2007128069 A JP2007128069 A JP 2007128069A JP 2007236196 A JP2007236196 A JP 2007236196A
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train
battery
power
inverter
vehicle
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JP4574643B2 (en
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Masahito Suzuki
優人 鈴木
Kiyoshi Nakada
清 仲田
Satoshi Inarida
聡 稲荷田
Eiichi Toyoda
瑛一 豊田
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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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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Abstract

<P>PROBLEM TO BE SOLVED: To provide a train for attaining balance of the organized train, improving redundancy due to operation, and reducing a battery capacity, and the train optimum for an non-electrified line, in the organized train with a battery driven inverter controlled vehicle connected as the train. <P>SOLUTION: In a railroad system of the battery drive train with an AC motor 1 for the vehicle driven by an inverter 2 with a battery 5 serving as a power source, a power feed facility 13 for supplying AC or DC electric power to the train along a track of prescribed section of a station in/out switching line and means 61, 62 for making the train recognize a position of the power feed facility are arranged to charge the battery loaded on the train from the power feed facility through a battery charging means 10 loaded on the train. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、鉄道用のインバータ駆動車両を有する列車に関し、特にインバータの電源がバッテリから供給されるバッテリ駆動の鉄道列車に関する。   The present invention relates to a train having an inverter-driven vehicle for railroads, and more particularly to a battery-driven railroad train in which power for the inverter is supplied from a battery.

従来技術として、インバータ制御式鉄道電気車両において、インバータの直流電力をバッテリより供給する方式の一例として特開平６−９８４０９号公報のものがある。同公報には、架線からの給電よりインバータ制御装置を介して交流電動機を駆動する運転モードと、車両に搭載した架線より低い電圧のバッテリから上記同一のインバータに給電する運転モードを有することが記載されている。   As an example of the prior art, Japanese Patent Laid-Open No. 6-98409 discloses an example of a method for supplying DC power of an inverter from a battery in an inverter-controlled railway electric vehicle. The publication describes that there is an operation mode in which an AC motor is driven via an inverter control device from power supply from an overhead line, and an operation mode in which power is supplied to the same inverter from a battery having a lower voltage than the overhead line mounted on the vehicle. Has been.

特開平６−９８４０９号公報JP-A-6-98409

上記公報図１，図２記載におけるバッテリによる運転モードでは、インバータを搭載した同一車両にバッテリを搭載することから、バッテリ容量を大きく出来ないので、架線の無い非電化区間の車両入れ替え等の移動といった特殊な運転モードで一時的にバッテリを使用するものである。また、同公報図３には、長い非電化区間の走行には、大容量のバッテリを搭載した専用の車両をインバータ駆動車で牽引する方式が提案されている。
上記従来技術には、インバータ制御の鉄道車両におけるバッテリ給電という点での思想は開示されている。しかし、バッテリ給電によるインバータ制御の車両を複数連結した列車編成に関してどのような形態を取るのかの開示及びその示唆はなされていない。すなわち、従来技術の発明は、記載内容からみて電気機関車を対象としていることによる。
また、上記公報の他にバッテリ駆動電車及び充電に関するものとして特開２０００−８３３０２号公報がある。しかし、同公報にもバッテリ給電によるインバータ制御の車両を複数連結した列車編成に関してどのような形態を取るのかの開示及びその示唆はなされていない。
本発明の課題は、列車としてバッテリ駆動インバータ制御車両が連結された編成列車における、編成車両のバランス化，運転に帰する冗長性の向上，バッテリの小容量化を図ること、及び全線が非電化区間の路線の走行に最適な列車の提供にある。 In the operation mode by the battery described in the above publications 1 and 2, since the battery is mounted on the same vehicle on which the inverter is mounted, the battery capacity cannot be increased. The battery is temporarily used in a special operation mode. Further, FIG. 3 of the same publication proposes a method of pulling a dedicated vehicle equipped with a large-capacity battery with an inverter-driven vehicle for traveling in a long non-electrified section.
The above prior art discloses a concept in terms of battery power supply in an inverter-controlled railway vehicle. However, there is no disclosure or suggestion of what form to take regarding train formation in which a plurality of inverter-controlled vehicles connected by battery power supply are connected. That is, the prior art invention is based on the electric locomotive in view of the description.
In addition to the above publication, JP 2000-83302 A discloses a battery-driven train and charging. However, this publication does not disclose or suggest what form the train formation is made by connecting a plurality of inverter-controlled vehicles by battery power feeding.
SUMMARY OF THE INVENTION An object of the present invention is to provide a balanced train in a train train connected with a battery-driven inverter-controlled vehicle as a train, to improve the redundancy due to operation, to reduce the capacity of the battery, and to deenergize all the lines. It is to provide the most suitable train for traveling on the route of the section.

上記課題を解決するために、車両駆動用の交流モータがバッテリを電源とするインバータにより駆動されるバッテリ駆動列車の鉄道システムにおいて、駅入出線の所定区間の軌道に沿って前記列車に交流又は直流の電力を給電する電力給電設備と、電力給電設備の位置を前記列車に認知させる手段を配備し、電力給電設備より前記列車に搭載されたバッテリを該列車に搭載されたバッテリ充電手段を介して充電する。
また、軌道に沿って複数間欠状に前記列車に交流又は直流の電力を給電する電力給電設備と、電力給電設備の位置を前記列車に認知させる手段を配備し、電力給電設備より前記列車に搭載されたバッテリを該列車に搭載されたバッテリ充電手段を介して充電する。 In order to solve the above problem, in a railway system for a battery-driven train in which an AC motor for driving a vehicle is driven by an inverter using a battery as a power source, the train is AC or DC along a track of a predetermined section of a station entry / exit line. A power feeding facility for feeding the power of the vehicle, and means for causing the train to recognize the position of the power feeding facility, and the battery mounted on the train from the power feeding facility via the battery charging unit mounted on the train Charge.
In addition, a power supply facility for supplying AC or DC power to the train intermittently along the track, and means for causing the train to recognize the position of the power supply facility are installed on the train from the power supply facility. The charged battery is charged through battery charging means mounted on the train.

本発明によれば、バッテリ駆動編成列車における、編成車両のバランス化、運転に帰する冗長性の向上、バッテリの小容量化を図ることができる。
また、非電化路線走行の列車に本発明のバッテリ駆動列車を適合することにより環境に対する無公害化が図れる。 ADVANTAGE OF THE INVENTION According to this invention, the improvement of the redundancy attributed to driving | operation, the reduction | decrease in battery capacity can be achieved in the battery drive train.
In addition, the environment-friendly pollution can be achieved by adapting the battery-powered train of the present invention to a train running on a non-electrified route.

以下、本発明を実施するための最良の形態を本発明の実施形態として図１から図９を用いて説明する。   Hereinafter, the best mode for carrying out the present invention will be described as an embodiment of the present invention with reference to FIGS.

図１は、本発明の第一の実施形態による旅客用編成列車の形態を示す。
同図で示した車両の編成は、モータ車Ｍのｍ両とトレーラ車のｎ両を有し、そのｎ両のうち列車の先頭及び後尾にトレーラ車が接続されている。Ｍ(１)〜Ｍ(ｍ)のモータ車には、車両を駆動する交流モータ１とそれを可変速駆動するインバータ２とそのインバータを制御する制御装置３及びインバータの直流側の電圧を昇圧／降圧する昇降圧チョッパ装置４が搭載される。Ｔ(１)〜Ｔ(ｎ)のトレーラ車には、モータ車Ｍのインバータ２に直流電力を供給する例えば蓄電密度の大きいリチウム電池等のバッテリ５が搭載され、各トレーラ車に搭載されたバッテリ５は共通の正負のパワー線６，７で並列接続され、該パワー線から各モータ車のインバータに昇降圧チョッパ装置４を介して電力が供給される。
なお、モータ車，トレーラ車の各車両には連結する他車両とのパワー線６，７の接続装置Ｂｂが設けられる。
また、列車の先頭及び後尾にはトレーラ車が配備され、その車両には、列車の運行指令である力行／ブレーキ指令を発生する運転指令台８を有し、その各運転指令台と各車両の制御装置３，昇降圧チョッパ装置４とは車上ＬＡＮ９で接続される。
ここで、交流モータ１を駆動するインバータ２及びその制御装置３は、当業者間ではよく知られた技術であるので、その詳細な説明は省略する。 FIG. 1 shows the form of a passenger train set according to the first embodiment of the present invention.
The formation of the vehicle shown in the figure has m cars of the motor vehicle M and n cars of the trailer car, and the trailer cars are connected to the head and the tail of the n cars. The motor vehicles M (1) to M (m) include an AC motor 1 that drives the vehicle, an inverter 2 that drives the motor, a control device 3 that controls the inverter, and a voltage on the DC side of the inverter. A step-up / step-down chopper device 4 is mounted. The trailer vehicles T (1) to T (n) are equipped with a battery 5 such as a lithium battery having a high storage density for supplying DC power to the inverter 2 of the motor vehicle M, and the battery mounted on each trailer vehicle. 5 is connected in parallel by common positive and negative power lines 6 and 7, and electric power is supplied from the power line to the inverter of each motor vehicle via the step-up / step-down chopper device 4.
In addition, each vehicle of a motor vehicle and a trailer vehicle is provided with the connection apparatus Bb of the power lines 6 and 7 with the other vehicle to connect.
In addition, trailer vehicles are provided at the head and tail of the train, and the vehicle has an operation command base 8 that generates a power running / brake command that is a train operation command. The control device 3 and the step-up / step-down chopper device 4 are connected by an on-vehicle LAN 9.
Here, since the inverter 2 that drives the AC motor 1 and the control device 3 thereof are well-known techniques among those skilled in the art, a detailed description thereof will be omitted.

図２は、本実施形態における昇降圧チョッパ装置４の構成図を示す。
本実施形態では、バッテリ５の定格電圧は、バッテリとして車両に搭載可能な体積に制約があるため、インバータ２の定格直流電圧（例えば１５００Ｖ）よりも低く（例えば２００Ｖ）なっている。そのため列車の力行時にはバッテリ電圧をインバータの定格電圧まで昇圧し、また、ブレーキ時には交流モータに発生する回生エネルギーをインバータからバッテリまで回収するために、インバータ電圧をバッテリ電圧まで降圧する必要がある。 FIG. 2 shows a configuration diagram of the step-up / step-down chopper device 4 in the present embodiment.
In the present embodiment, the rated voltage of the battery 5 is lower (for example, 200 V) than the rated DC voltage (for example, 1500 V) of the inverter 2 because the volume that can be mounted on the vehicle as a battery is limited. Therefore, it is necessary to step down the inverter voltage to the battery voltage in order to boost the battery voltage to the rated voltage of the inverter during power running of the train and to recover the regenerative energy generated in the AC motor from the inverter to the battery during braking.

図２において、４１は昇圧及び降圧チョッパの回路で、バッテリ５とインバータ２の直流側端子間に設けられたコンデンサ間に接続される。このコンデンサ１０はインバータのスイッチングによる直流電流の高調波を吸収するために各インバータ毎に近接して設けらるものである。なお、この昇圧及び降圧チョッパ回路４１は、特開平６−２２５４５８号公報図４に記載されており、構成要素(４１１〜４１５）とその接続関係の説明は省略する。   In FIG. 2, reference numeral 41 denotes a step-up / step-down chopper circuit which is connected between a capacitor provided between the battery 5 and the DC side terminal of the inverter 2. This capacitor 10 is provided close to each inverter in order to absorb the harmonic of the direct current due to switching of the inverter. The step-up / step-down chopper circuit 41 is described in FIG. 4 of Japanese Patent Laid-Open No. 6-225458, and description of the components (411 to 415) and their connection relations is omitted.

本実施形態では、コンデンサ１０の電圧検出値Ｖｄと予め設定した設定値Ｖｄ*とを比較器４２で比較し、その結果の信号Ｓｄと運転指令台よりの力行／ブレーキ指令Ｓｕ（Ｐ，Ｂ）を制御器４３に入力し、その制御器４３の出力がチョッパ回路４１の素子を動作させるゲート駆動回路４４に入力される。   In this embodiment, the voltage detection value Vd of the capacitor 10 is compared with a preset value Vd * by the comparator 42, and the resulting signal Sd and the power running / brake command Su (P, B) from the operation command board are compared. Is input to the controller 43, and the output of the controller 43 is input to the gate drive circuit 44 that operates the elements of the chopper circuit 41.

これにより、コンデンサの電圧検出値が設定値以下のとき又は列車運転指令台から力行指令Ｓｕ（Ｐ）を受けたとき、チョッパ回路４１の素子４１１がオンオフ動作されるので、コンデンサの電圧は定格の設定値まで昇圧される。一方、前記コンデンサの電圧検出値が設定値以上のとき又は運転指令台からブレーキ指令Ｓｕ（Ｂ）を受けたとき、チョッパ回路４１の素子４１３がオンオフ動作されるので、ブレーキ時交流モータに発生する回生エネルギーをインバータからバッテリに回収されることになる。   As a result, when the voltage detection value of the capacitor is equal to or lower than the set value or when the power running command Su (P) is received from the train operation command stand, the element 411 of the chopper circuit 41 is turned on / off. The pressure is increased to the set value. On the other hand, when the voltage detection value of the capacitor is equal to or higher than the set value or when the brake command Su (B) is received from the operation command base, the element 413 of the chopper circuit 41 is turned on / off, and thus generated in the brake AC motor. Regenerative energy is recovered from the inverter to the battery.

以上、本実施形態によれば、次のような効果が得られる。
（１）列車の車両編成として、複数のトレーラ車にバッテリを分散して搭載することにより、編成列車としてみたとき、各車両の重量のバランス化、及び特にカーブ走行時における各車両の重心移動の均等化が図れるので、列車走行時の安定化が図れる。
（２）モータ車を複数連結した列車を走行させたとき、走行方向の前部に比べ後部の方が粘着特性が良い。そのために、後部のモータ車の方がトルクの負担が大きくなる。したがって、モータ車は後部に行くにしたがいバッテリの電力消費量が大きくなる。それにもかかわらず、各モータ車のインバータ毎にバッテリを対応させていたのでは、後部モータ車のバッテリの電圧が早く低下することになり、そのためにはバッテリ容量を大きくする必要がある。これに対して、本実施形態では、編成車両に分散させて搭載した各バッテリを共通のパワー線で並列接続させることにより、走行方向によって異なる各モータ車の電力消費量に対する電力供給側の平均化が図れ、列車全体として見た場合、バッテリ容量を小さくできる。
（３）各トレーラ車にバッテリが分散搭載され、且つ、各バッテリを共通のパワー線で並列接続されたことにより、何れかのバッテリに寿命等で異常低下したとしても、残された正常なバッテリより列車の全モータ車への電力の供給は可能であり、冗長性が向上する。
（４）昇降圧チョッパ装置４をモータ車に搭載させることにより、モータ車とトレーラ車を亘るパワー線６，７の電圧はバッテリ電圧となるので、パワー線の電気絶縁の低圧化が図れる。 As described above, according to the present embodiment, the following effects can be obtained.
(1) As a train formation of a train, by distributing and mounting batteries on a plurality of trailer vehicles, when viewed as a train formation, balancing the weight of each vehicle, and especially the movement of the center of gravity of each vehicle during curve traveling Since equalization can be achieved, stabilization during train travel can be achieved.
(2) When a train with a plurality of motor cars connected is run, the rear part has better adhesive properties than the front part in the running direction. As a result, the torque of the rear motor vehicle is greater. Therefore, as the motor vehicle goes to the rear, the power consumption of the battery increases. Nevertheless, if the battery is associated with each inverter of each motor vehicle, the voltage of the battery of the rear motor vehicle is quickly reduced, and for this purpose, it is necessary to increase the battery capacity. On the other hand, in this embodiment, the power supply side averages the power consumption of each motor vehicle that differs depending on the traveling direction by connecting the batteries dispersedly mounted on the formation vehicle in parallel by a common power line. However, the battery capacity can be reduced when viewed as a whole train.
(3) Even if the battery is distributed and mounted on each trailer vehicle and each battery is connected in parallel with a common power line, even if the battery is abnormally reduced in life or the like, the remaining normal battery In addition, it is possible to supply electric power to all motor vehicles of the train, and the redundancy is improved.
(4) By mounting the step-up / step-down chopper device 4 on the motor vehicle, the voltage of the power lines 6 and 7 across the motor vehicle and the trailer vehicle becomes the battery voltage, so that the electric insulation of the power line can be lowered.

なお、図示して説明はしていないが、バッテリに寿命がある為に、交換する必要がある。そのために各バッテリ間の電気接続を遮断する手段を設け、各バッテリに亘り電圧垂下度等を検出して、寿命の経年変化を履歴として記憶する手段を設けている。   Although not shown and described, the battery needs to be replaced because it has a lifetime. For this purpose, a means for cutting off the electrical connection between the batteries is provided, and a means for detecting the voltage drooping degree across each battery and storing the secular change of the life as a history is provided.

また、本実施形態で示したバッテリ駆動列車では、バッテリへの電力の回生が行われるが、力行による仕事量の方が大きいために走行のたびにバッテリは垂下してくる。それには、バッテリをカートリッジ式にして交換してもよく、列車外部の充電設備から列車の各バッテリの充電を一括してできるように、パワー線６，７からの引き出し部を車両に設けるようにしてもよい。   Further, in the battery-driven train shown in the present embodiment, power is regenerated to the battery, but the battery hangs down every time it travels because the work amount due to power running is larger. For this purpose, the battery may be replaced by a cartridge type, and the vehicle is provided with a lead-out portion from the power lines 6 and 7 so that charging of each battery of the train can be performed collectively from charging facilities outside the train. May be.

図３は、本発明の第二の実施形態によるバッテリ駆動列車の形態を示す。
この形態で図１の形態と異なるところは、モータ車Ｍにもトレーラ車に搭載されるバッテリよりも容量の小さい補助バッテリ５Ｍを搭載し、そのバッテリ５Ｍの正負の出力端子がパワー線６，７に夫々接続したことにある。
この補助バッテリ５Ｍをモータ車に搭載することにより、短時間ではあるが、補助バッテリよりインバータに電力が供給できるので、モータ車単独で車両の編成替え等が可能となる効果が得られる。 FIG. 3 shows a form of a battery-powered train according to the second embodiment of the present invention.
This embodiment differs from the embodiment of FIG. 1 in that an auxiliary battery 5M having a smaller capacity than the battery mounted on the trailer vehicle is also mounted on the motor vehicle M, and the positive and negative output terminals of the battery 5M are the power lines 6 and 7. Are connected to each other.
By mounting this auxiliary battery 5M on the motor vehicle, power can be supplied from the auxiliary battery to the inverter for a short period of time, so that an effect that the motor vehicle can be rearranged and the like can be obtained.

ところで、図１及び図３で示した実施形態では、列車編成の前頭と後尾にトレーラ車を配備しているが、この限りではなく、列車編成の前頭と後尾にモータ車を配備しても、上記したと同様な効果が達成できることは言うまでもない。   By the way, in embodiment shown in FIG.1 and FIG.3, although the trailer vehicle is arrange | positioned to the front and rear of train organization, it is not this limitation, Even if motor vehicles are arranged to the front and rear of train organization, It goes without saying that the same effect as described above can be achieved.

次に、図１及び図３における列車のバッテリの充電方式について、次に説明する。   Next, the train battery charging method in FIGS. 1 and 3 will be described.

図４は、列車外部の電力給電設備より受電してモータ車搭載のバッテリを充電する装置をトレーラ車に搭載したものである。なお、搭載された充電装置１０の詳細な構成については図５，図６に説明する。
モータ車に搭載されたバッテリ５が接続されたパワー線６，７に充電装置１０の直流端子が接続される。充電装置１０への受電は、列車外部から直流又は交流電源に接続された架線１３に対して車両に搭載したパンタグラフ１１を介して得る。しかし、本発明のバッテリ駆動列車では、常時その架線から電力の供給を受けるものではないので、充電時のみ運転指令台８からの指令に基づきパンタ作動装置１２でパンタグラフ１１を作動させ、パンタグラフを架線に電気的に接触させるようにしている。 FIG. 4 shows a trailer vehicle equipped with a device that receives power from a power supply facility outside the train and charges a battery mounted on the motor vehicle. The detailed configuration of the mounted charging apparatus 10 will be described with reference to FIGS.
The DC terminal of the charging device 10 is connected to the power lines 6 and 7 to which the battery 5 mounted on the motor vehicle is connected. Receiving power to the charging device 10 is obtained from the outside of the train via the pantograph 11 mounted on the vehicle with respect to the overhead line 13 connected to a DC or AC power source. However, in the battery-powered train of the present invention, power is not always supplied from the overhead line. Therefore, the pantograph 11 is operated by the pantograph 11 on the basis of a command from the operation command table 8 only during charging, and the pantograph is connected to the overhead line. Is in electrical contact.

図５は、直流架線からの受電による充電装置の構成を示す。充電装置１０を構成する主回路１０１は、前記した昇降圧チョッパ４１と同様な回路構成を有し、直流架線１３からバッテリへ充電する機能に加え、回生時にバッテリへの過剰電力を架線に回生する機能を有している。
充電時には、運転指令台８からの充電指令信号Ｓｃとバッテリ電圧の検出信号Ｖｂを受けて充電制御器１０２により降圧チョッパ素子１０１１を制御する。一方、回生時には、バッテリ電圧の検出信号Ｖｂを受けてそれが設定値を越えたなら、回生制御器１０３により昇圧チョッパ素子１０１２を制御する。 FIG. 5 shows a configuration of a charging device that receives power from a DC overhead line. The main circuit 101 constituting the charging device 10 has a circuit configuration similar to that of the step-up / step-down chopper 41 described above, and in addition to the function of charging the battery from the DC overhead line 13, it regenerates excess power to the battery to the overhead line during regeneration. It has a function.
At the time of charging, the charging controller 102 controls the step-down chopper element 1011 in response to the charging command signal Sc and the battery voltage detection signal Vb from the operation command board 8. On the other hand, at the time of regeneration, if the battery voltage detection signal Vb is received and exceeds a set value, the regeneration controller 103 controls the boost chopper element 1012.

図６は、交流架線からの受電による充電装置の構成を示す。充電装置１０には、交流架線１３からパンタグラフ１１を介して接続された１次巻線を有する変圧器１０５と、その変圧器の２次巻線に接続され、バッテリのパワー線６，７に交流を直流に変換して出力する又その逆変換をするＰＷＭコンバータ１０６と、そのＰＷＭコンバータを制御するＰＷＭ制御器１０７を有する。
充電時には、運転指令台８からの充電指令信号Ｓｃとバッテリ電圧の検出信号Ｖｂを受けて、ＰＷＭコンバータの直流出力電圧が設定値になるようにＰＷＭ制御器１０７より制御する。一方、回生時には、バッテリ電圧の検出信号Ｖｂを受けてそれが設定値を越えたなら、その期間ＰＷＭ制御器１０７よりＰＷＭコンバータを制御してインバータからバッテリへの過剰電力を交流架線に回収する。 FIG. 6 shows a configuration of a charging device that receives power from an AC overhead wire. The charging device 10 is connected to a transformer 105 having a primary winding connected from the AC overhead line 13 via the pantograph 11 and to a secondary winding of the transformer, and AC is connected to the power lines 6 and 7 of the battery. PWM converter 106 that converts the signal into a direct current and outputs it, and the inverse conversion thereof, and a PWM controller 107 that controls the PWM converter.
During charging, the PWM controller 107 receives the charge command signal Sc from the operation command board 8 and the battery voltage detection signal Vb and controls the PWM converter 107 so that the DC output voltage of the PWM converter becomes a set value. On the other hand, at the time of regeneration, if the battery voltage detection signal Vb is received and exceeds the set value, the PWM controller 107 controls the PWM converter during that period to recover excess power from the inverter to the battery in the AC overhead line.

以上、本実施形態によれば、列車外部からの給電によるバッテリ充電装置をバッテリが搭載されたトレーラ車に搭載することにより、トレーラ車とモータ車とを亘るパワー線の絶縁耐量はバッテリ電圧である低圧で対応できる。また、バッテリの充電の他に列車ブレーキ時にインバータからバッテリへ回生される過剰電力を外部電力設備に回収することができるので、バッテリの過充電に伴うバッテリの破壊防止、及び寿命の低下を抑えることができる効果がある。   As described above, according to the present embodiment, by mounting the battery charging device by power feeding from the outside of the train on the trailer vehicle on which the battery is mounted, the dielectric strength of the power line extending between the trailer vehicle and the motor vehicle is the battery voltage. Compatible with low pressure. In addition to charging the battery, excess power regenerated from the inverter to the battery at the time of train braking can be recovered to the external power facility, preventing battery destruction due to overcharging of the battery, and suppressing life reduction. There is an effect that can.

なお、本発明における編成列車の基本走行はバッテリ駆動にあり、上記した充電装置は列車走行路全線にわたり動作させるものではなく、次に説明する特定の走行区間でのみ充電装置を動作させることに特徴を持たせている。   In addition, the basic travel of the train set in the present invention is battery-driven, and the charging device described above is not operated over the entire train travel path, but is characterized by operating the charging device only in a specific travel section described below. Is given.

図７は、本発明の第三の実施形態であり、駅への入出線の軌道でのみ充電装置を動作させる構成を示す。
駅への入出線には、その軌道に沿って配備された架線１３と、その入出線の軌道に進入したことを列車より検知できる地上子６１，６２が軌道に設けられる。 この環境下で本発明のバッテリ駆動列車を次のように動作させる。
バッテリ駆動列車は駅の入力線の軌道に入るまではパンタグラフを下降しておき、地上子６１を列車側に設けられた位置検知装置により検知すると、図３で示したパンタ作動装置１２を作動させ、パンタグラフ１１を上昇させ、架線１３に接触させる。また、バッテリ駆動列車が駅を出発し、出線軌道の地上子６２を列車が検知すると、パンタグラフを下降させる。
これにより、バッテリ駆動列車が駅に入線し、出線するまでの区間で図４〜図６で示した充電装置１０により、外部電力設備から車両のバッテリの充電を行わせる。なお、入線時には列車はブレーキモードになり、インバータからバッテリに電力が回生されるが、この時バッテリが過充電にならないように充電装置１０が前記したように動作して過剰電力を外部電力設備に回収する。 FIG. 7 is a third embodiment of the present invention, and shows a configuration in which the charging device is operated only on the track of the incoming / outgoing line to the station.
The entry / exit line to the station is provided with an overhead line 13 arranged along the track and ground elements 61 and 62 that can detect from the train that the train has entered the track of the entry / exit line. Under this environment, the battery-powered train of the present invention is operated as follows.
The battery-driven train keeps the pantograph down until it enters the track of the input line of the station. When the ground element 61 is detected by the position detection device provided on the train side, the pantograph operation device 12 shown in FIG. 3 is activated. The pantograph 11 is raised and brought into contact with the overhead line 13. When the battery-powered train departs from the station and the train detects the ground element 62 of the outgoing track, the pantograph is lowered.
Thereby, the battery of the vehicle is charged from the external power facility by the charging device 10 shown in FIGS. 4 to 6 in the section from when the battery-powered train enters the station to the exit. When entering the train, the train enters the brake mode, and power is regenerated from the inverter to the battery. At this time, the charging device 10 operates as described above so that the battery is not overcharged, and the excess power is transferred to the external power equipment. to recover.

図８は、本発明の第四の実施形態であり、図７の入出力線内の環境設備は路線の全ての駅には設ける必要はなく、図８のように、全路線で駅の海抜に高低差がある場合には海抜の低い駅に環境設備を設けるのみで良い。
すなわち、海抜の低い駅Ａから高い駅Ｅに向かう走行の場合には力行モードが続くので、バッテリの消費量に見合って充電しておく必要がある。しかし、その逆の走行時には、回生モードが多くなるので、高い駅Ｅでの充電設備環境は不要になる。
このように、本実施形態によるバッテリ駆動列車は、図２で示した昇降圧チョッパ装置４や図４〜図６で示した充電装置１０を車両に積載することで、バッテリによる駆動走行距離を長くできる。したがって、現在、非電気区路線で走行しているディーゼル気動車に代わり、本発明のバッテリ駆動列車を走行させることができるので、環境への無公害化が図れる。
なお、図８で示す駅Ａには、図７のような電力給電設備（架線等）を設ける代わりに、バッテリ交換設備を設ける場合には、搭載するバッテリはカートリッジ式とし、車両にはバッテリ端子とパワー線との電気的脱着が容易に出来る機構を設ける。 FIG. 8 shows a fourth embodiment of the present invention. The environmental facilities in the input / output lines in FIG. 7 do not need to be provided in all stations on the route, and as shown in FIG. If there is a difference in height, it is only necessary to install environmental facilities at stations with low elevation.
That is, in the case of traveling from the low station A to the high station E, the power running mode continues, so it is necessary to charge in accordance with the battery consumption. However, when traveling in the opposite direction, since the regeneration mode increases, a charging facility environment at a high station E becomes unnecessary.
As described above, the battery-driven train according to the present embodiment extends the driving distance by the battery by loading the step-up / step-down chopper device 4 shown in FIG. 2 and the charging device 10 shown in FIGS. 4 to 6 on the vehicle. it can. Therefore, since the battery-powered train of the present invention can be run instead of the diesel train that is currently running on a non-electric line, environmental pollution can be eliminated.
In addition, in the station A shown in FIG. 8, when providing battery exchange equipment instead of providing electric power feeding equipment (overhead line etc.) as shown in FIG. 7, the battery to be mounted is a cartridge type, and the vehicle has a battery terminal. And a mechanism that facilitates electrical detachment of the power line.

図９は、本発明の第五の実施形態であり、軌道に沿って間欠状に配備された外部から列車のバッテリへ電力を給電する電力給電設備を有する鉄道路線に、本発明の図１のバッテリ駆動列車に架線よりバッテリを充電する充電装置を備えた列車を走行させる場合について示す。
軌道に沿って間欠状に配備された外部から列車のバッテリへ電力を給電する電力給電設備を列車に検知させる地上子６３，６４が設置される。列車にはその地上子の位置を検知する手段と、該検知に伴い、電力給電設備と列車のバッテリとが充電装置を介して電気的に接続させたり、解除（地上子６３から６４）させたりする手段が備えられている。
すなわち、電化路線に本発明のバッテリ駆動列車を走行させる場合において、パンタグラフと架線との接触による電波ノイズによる電波障害区域が規制されている場合には、パンタグラフを下降させて外部からの電力を受電せずにバッテリのみで列車を駆動させるようにしたことにある。
これにより、列車走行に伴う環境へ及ぼす影響を小さくできる。 FIG. 9 is a fifth embodiment of the present invention. In FIG. 1 of the present invention, the railway line having power feeding equipment for feeding power to the battery of the train from the outside arranged intermittently along the track. It shows about the case where the train provided with the charging device which charges a battery from an overhead wire to a battery drive train is made to run.
Ground elements 63 and 64 are installed that allow the train to detect power supply facilities that supply power to the train battery from the outside intermittently arranged along the track. Means for detecting the position of the ground element in the train, and accompanying this detection, the power feeding facility and the train battery are electrically connected via the charging device, or released (from ground elements 63 to 64). Means are provided.
That is, when running the battery-powered train of the present invention on an electrified route, if a radio interference area due to radio noise due to contact between the pantograph and the overhead line is restricted, the pantograph is lowered to receive power from the outside. The train is driven only by the battery without using it.
Thereby, the influence which it has on the environment accompanying train traveling can be reduced.

なお、図示していないが、架線が存在しないところで、特に高速運転でのブレーキモードによりインバータからバッテリへの回生電力が過大に発生すると、バッテリでその回生電力を補えきれない場合がある。それによりコンデンサ電圧が異常に上昇する。それにはコンデンサ又はバッテリと並列に抵抗とスイッチング素子の直列体を接続しておき、コンデンサ又はバッテリが所定電圧を超えると、そのスイッチング素子をオンさせることで回生電力を抵抗で消費させるようにする。   Although not shown, when the regenerative power from the inverter to the battery is excessively generated due to the brake mode in high-speed operation where there is no overhead wire, the battery may not be able to compensate the regenerative power. As a result, the capacitor voltage rises abnormally. For this purpose, a series body of a resistor and a switching element is connected in parallel with the capacitor or the battery, and when the capacitor or the battery exceeds a predetermined voltage, the switching element is turned on so that the regenerative power is consumed by the resistor.

本発明は、バッテリ駆動編成列車における、編成車両のバランス化、運転に帰する冗長性の向上、バッテリの小容量化を図ることが可能となり、また、非電化路線走行の列車に本発明のバッテリ駆動列車を適合することにより環境に対する無公害化を図ることができ、バッテリ駆動の鉄道列車の提供に有用である。   INDUSTRIAL APPLICABILITY The present invention makes it possible to balance trains in battery-powered trains, improve redundancy due to operation, reduce battery capacity, and use the battery of the present invention for non-electrified trains. By adapting the driving train, environmental pollution can be eliminated, which is useful for providing a battery-powered railway train.

本発明の第一の実施形態を示すバッテリ駆動編成列車の構成図The block diagram of the battery drive train which shows 1st embodiment of this invention 図１における昇降圧チョッパ装置の具体的構成図Specific configuration of the step-up / down chopper device in FIG. 本発明の第二の実施形態を示すバッテリ駆動編成列車の構成図The block diagram of the battery drive train which shows 2nd embodiment of this invention 本発明の第一及び二の実施形態におけるバッテリを充電する構成図The block diagram which charges the battery in 1st and 2nd embodiment of this invention 図４における充電装置の具体的構成図Specific configuration diagram of the charging device in FIG. 図４における充電装置の他の具体的構成図FIG. 4 shows another specific configuration diagram of the charging device. 本発明の第三の実施形態を示し、列車への充電形態を説明する図The figure which shows 3rd embodiment of this invention and illustrates the charge form to a train 本発明の第四の実施形態を示し、列車への充電形態を説明する図The figure which shows 4th embodiment of this invention and illustrates the charge form to a train 本発明の第五の実施形態を示し、列車への充電形態を説明する図The figure which shows 5th embodiment of this invention and illustrates the charge form to a train

符号の説明Explanation of symbols

１…交流モータ、２…インバータ、３…制御装置、４…昇降圧チョッパ装置、
５…バッテリ、６，７…パワー線、９…車上ＬＡＮ、Ｔ…トレーラ車、Ｍ…モー
タ車、Ｂｂ…バッテリパワー線接続装置。 DESCRIPTION OF SYMBOLS 1 ... AC motor, 2 ... Inverter, 3 ... Control device, 4 ... Buck-boost chopper device,
DESCRIPTION OF SYMBOLS 5 ... Battery, 6, 7 ... Power line, 9 ... On-vehicle LAN, T ... Trailer vehicle, M ... Motor vehicle, Bb ... Battery power line connection apparatus.

Claims (2)

車両駆動用の交流モータがバッテリを電源とするインバータにより駆動されるバッテリ駆動列車の鉄道システムにおいて、
駅入出線の所定区間の軌道に沿って前記列車に交流又は直流の電力を給電する電力給電設備と、該電力給電設備の位置を前記列車に認知させる手段を配備し、前記電力給電設備より前記列車に搭載されたバッテリを該列車に搭載されたバッテリ充電手段を介して充電することを特徴とするバッテリ駆動列車の鉄道システム。 In a railway system for a battery-powered train in which an AC motor for driving a vehicle is driven by an inverter powered by a battery,
A power supply facility that supplies AC or DC power to the train along a predetermined section of a station entry / exit line, and a means for causing the train to recognize the position of the power supply facility are provided. A railway system for a battery-powered train, wherein a battery mounted on a train is charged through a battery charging means mounted on the train. 車両駆動用の交流モータがバッテリを電源とするインバータにより駆動されるバッテリ駆動列車の鉄道システムにおいて、
軌道に沿って複数間欠状に前記列車に交流又は直流の電力を給電する電力給電設備と、該電力給電設備の位置を前記列車に認知させる手段を配備し、前記電力給電設備より前記列車に搭載されたバッテリを該列車に搭載されたバッテリ充電手段を介して充電することを特徴とするバッテリ駆動列車の鉄道システム。 In a railway system for a battery-powered train in which an AC motor for driving a vehicle is driven by an inverter powered by a battery,
A power supply facility that supplies AC or DC power to the train intermittently along a track, and means for causing the train to recognize the position of the power supply facility are installed on the train from the power supply facility. A railway system for a battery-powered train, wherein the battery is charged via battery charging means mounted on the train.
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