JP2010125974A - Noncontact electric supply system for railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a noncontact electric supply system for a railway vehicle, which provides noncontact electric supply without changing conventional equipment with the simple structure, in which an electric supply coil is installed between rails on the ground side, and an electric collection coil is installed on a vehicle side, and a rail heating amount is also reduced. <P>SOLUTION: The noncontact electric supply system for a railway vehicle is provided with: an electric supply coil 3 with figure of eight arranged between rails 2 and 2' installed on a track A; a high frequency wave supply source 1 for supplying electricity to the electric supply coil 3; an electric collection coil 6 with figure of eight arranged on the bottom of a railway vehicle 4 traveling on the rails 2 and 2', and facing the electric supply coil 3 with figure of eight when the railway vehicle travels; a converter 7 connected to the electric collection coil 6; and a rechargeable battery 8 connected to the converter 7. Output from the electric collection coil 6 is charged to the rechargeable battery 8 by relative movement of the electric collection coil 6 to the electric supply coil 3. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a railway vehicle non-contact power feeding system, and more particularly to a railway vehicle non-contact power feeding system in which a power feeding coil is arranged on a rail rail side and current is collected by a power collecting coil on the rail car side.

  In recent years, battery buses and factory transport devices using non-contact current collection technology that can supply energy to moving bodies and rotating bodies without worrying about electric shock and wear have been put into practical use (the following Non-Patent Documents 1 and 2). 2 and 3). In these backgrounds, there are expectations for energy-saving effects, safety and maintainability against global warming.

  On the other hand, indispensable elements for non-contact current collection technology have been developed, such as the development of power electronics as seen in recent high-speed switching of semiconductors, the advancement of electromagnetic field analysis technology, and the advancement of magnetic materials.

In principle, contactless power supply systems are classified as follows:
(A) Linear transformer system using electromagnetic induction (b) Linear generator system using kinetic energy of traveling body (c) Microwave system using electromagnetic waves (d) Others (see Non-Patent Document 4 below)
Can be divided into

  In the above-described battery bus and transfer device, the (a) method, that is, the linear transformer method is adopted. This is because (b) method can be realized only by a primary system such as a magnetically levitated vehicle (see Non-Patent Document 5 below), and (c) method has an extremely low energy density. Conceivable.

However, since the linear transformer system (a) also uses a high frequency current, there are problems such as large eddy current loss and large influence of gap fluctuation. By the way, as a non-contact power feeding system for a railway vehicle, it is considered to apply a power feeding (collecting) method using a linear transformer (see Non-Patent Documents 6 to 8 below). In this case, in addition to energy supply during operation, it can be used for power supply in dead sections and maintenance bases. However, in conventional railways, compatibility and mutual entry are regarded as important, so it is difficult to significantly change existing facilities and vehicles. For this reason, a feeding coil or the like must be disposed within the current vehicle limit or building limit.
Yuji Kamiya, Koji Nakamura, Tatsu Nakamura, Yasuhiro Daisei, Shunsuke Takahashi, Kitao Yamamoto, Go Sato, Hidetoshi Matsuki, Kazuyuki Narusawa, “Development and Performance Evaluation of Contactless Rapid Inductive Charger for Electric Vehicles (1st Report)-Power Transmission Design optimization of equipment and power receiving part and performance evaluation of equipment- ", Preprint of Spring Society Lecture Meeting of Automobile Engineering Society of Japan (2007) Shuichi Tanizawa, Shingo Naito, “Technology and New Market of Contactless Power Transfer System”, DAIFUKU NEWS, No. 161, pp. 10-13 (2001) M.M. Bauer, P.M. Becker, Q.M. Zheng, “Inductive Power Supply (IPS) for the Transrapid”, Maglev 2006, Vol. 2, pp. 471 (2006) A. Kurs, A.A. Karalis, R.A. Moffatt, J.M. D. Joannopoulos, P.M. Fisher, M.M. Soljac, “Wireless Power Transfer via Strongly Coupled Magnetic Resonances”, SCIENCE, Vol. 317, pp. 83-86, July (2007) T. T. Murai, S .; Fujiwara, H .; Hasegawa, K .; Nemoto, H .; Watanabe, Y. et al. Furukawa, M .; Shinobu, M .; Igarashi, S .; Inadama, H .; Akagi, M .; Oki, "Development of Linear Generators for Superconducting Maglev", Maglev '98, pp. 262-267 (1998) Gen Kuroda and Atsio Kawamura, “Evaluation of high efficiency and measurement of moving characteristics of wireless power transfer system for moving objects”, Institute of Electrical Engineers of Japan, Semiconductor Power Conversion Study Group, SPC-07-30 (2007) Shinya Matsushita, Yasushi Oikawa, Takuya Iwata, Hiroyoshi Kaneko, Shigeru Abe, “Mobile Non-contact Power Supply System Using Series and Parallel Resonant Capacitors”, IEEJ Semiconductor Power Conversion Study Group, SPC-07-29, 2007 N. Fujii, K .; Sakata, T .; Yoshida, T .; Mizuma, “Secondary Current Controlled Linear Induction Motor with Function of Linear Transformer for Wireless LRV”, ICEM 2008, ID 918 (2008) Takamitsu Yamamoto, Yuma Furuya, Takashi Yoneyama, Kenichi Ogawa, “Evaluation of fuel efficiency and efficiency by on-site running test of fuel cell test train”, Railway Research Institute Report, Vol. 22, No. 2 (2008) A. Diekmann, W.M. Hahn, K .; Kunze & W. Hufenbach, “The support magnesium cladding with integrated IPS pick-up coil of Transpid vehicles”, Maglev 2006, Vol. 2, pp. 477-481 (2006) “PHOTO-Series EDDY User's Manual”, Photon Co., Ltd.

  As described above, since compatibility with conventional railways and mutual entry are emphasized in railways, it is difficult to perform non-contact power supply by greatly changing existing facilities and vehicles.

  In addition, when a linear transformer type non-contact power supply system is applied to a railway vehicle, heat generation due to eddy current to the railway rail, which is a metal, becomes a problem. Therefore, the present situation is that the application to the non-contact-type electric power feeding system to the railway vehicle which has a rail is not made yet.

  In view of the above situation, the present invention performs non-contact power feeding without changing the conventional equipment with a simple configuration of installing a power feeding coil on the ground side and a current collecting coil on the upper side of the vehicle, and further reduces the amount of heat generated by the rail. An object of the present invention is to provide a non-contact power supply system for a railway vehicle.

In order to achieve the above object, the present invention provides
[1] In a non-contact power supply system for railway vehicles, a power supply coil that is disposed between railroad rails laid on a track and that reduces magnetic influence on the railroad rail, and a high-frequency power source that supplies power to the power supply coil; A current collector coil disposed at the bottom of the vehicle traveling on the railroad rail, facing the power supply coil during travel and reducing magnetic influence on the railroad rail, and a converter connected to the current collector coil; And a rechargeable battery connected to the converter, wherein the rechargeable battery is charged with an output from the current collecting coil due to relative movement of the current collecting coil with respect to the power feeding coil. .

  [2] In the non-contact power supply system for a railway vehicle according to [1], the power supply coil includes an insulating support plate, and a back magnetic plate is disposed between the back surface of the current collecting coil and the bottom of the vehicle. Features.

  [3] The railway vehicle non-contact power feeding system according to [1] or [2], wherein the power feeding coil and the current collecting coil are 8-shaped coils.

  [4] In the non-contact power feeding system for railway vehicles according to [1] or [2], the high-frequency power source is a high-frequency power source on the order of 20 kHz.

  [5] The non-contact power feeding system for railway vehicles according to [1] or [2], wherein the rechargeable battery is a lithium ion storage battery.

  According to the present invention, a simple configuration in which a power supply coil is installed between the railway rails on the ground side and a current collecting coil is installed on the upper side of the vehicle, non-contact power supply is performed without changing the conventional equipment, and the heat generation of the rail is reduced. A non-contact power supply system for railway vehicles can be constructed.

A non-contact power supply system for a railway vehicle according to the present invention is disposed between railway rails laid on a track, a power supply coil that reduces magnetic influence on the rail, and a high-frequency power source that supplies power to the power supply coil. A current collector coil disposed at the bottom of the vehicle traveling on the railroad rail, facing the power supply coil during travel and reducing magnetic influence on the railroad rail, and a converter connected to the current collector coil; A rechargeable battery connected to the converter, and charges the rechargeable battery with an output from the current collecting coil due to relative movement of the current collecting coil with respect to the power feeding coil.

  Hereinafter, embodiments of the present invention will be described in detail.

  The following two methods are assumed as the application of the non-contact power supply system to the railway vehicle.

  (I) Rail system: A power supply coil or loop is continuously installed on the ground side, and power is supplied to the vehicle at all times to travel.

  (Ii) Station system: A power supply coil is installed at a station or a power supply point, and a battery is charged to travel.

  The idea is that the rail system is electrification using non-contact power feeding, and the station system is regarded as exhaust gas reduction in the non-electrified section. Considering power assistance during power running and absorption of regenerative power, it is indispensable to install a storage battery or the like in both the rail system and the station system.

  FIG. 1 is a schematic diagram of a railway vehicle non-contact power feeding system according to an embodiment of the present invention, FIG. 2 is a side view thereof, and FIG.

  In these drawings, A is a track (arranged on the ground), 1 is a high-frequency power source, 2 and 2 'are railway rails laid on the track A, and 3 is a one-turn ground disposed between the rails 2 and 2'. Side feed coil (primary coil: figure 8 coil), B is an insulating support for the ground side feed coil 3, 4 is a rail vehicle, 5 is a wheel of the rail vehicle 4, and 6 is placed on the bottom of the rail vehicle 4 Vehicle-side current collecting coil (secondary coil: figure 8 coil), C is a rear magnetism disposed on the rear surface of the vehicle-side current collecting coil 6 (between the bottom of the vehicle body and the vehicle-side current collecting coil 6). A plate (ferrite plate), 7 is a converter connected to the current collecting coil 6 on the vehicle side, and 8 is a rechargeable battery (lithium ion storage battery) connected to the converter 7.

  The back magnetic plate C is important for securing a coil circuit as a magnetic shield for various members arranged on the bottom surface of the railway vehicle 4.

  Further, the insulating support B of the ground-side feeding coil 3 is important for ensuring insulation from the track.

  As shown in these drawings, the present invention is a rail-type non-contact power feeding system. The railway vehicle 4 is assumed to be a conventional commuter suburban train with narrow gauge. The power supply configuration of the railway vehicle 4 was based on the specifications of the test vehicle equipped with the lithium ion storage battery 8. That is, the power supplied constantly by the rail-type non-contact power supply system is assisted by the lithium ion storage battery 8 during power running, and regenerated and travels to the lithium ion storage battery 8 during deceleration.

  As the specifications of the non-contact power supply system, the mechanical part was calculated based on the vehicle limit of the conventional line, and the electrical part was referred to the German Transrapid power supply device.

  Table 1 shows a conceptual design example of a non-contact power feeding system.

More specifically, the train has two vehicles as one set. The output power of the feeding coil is 20 kW / 1 coil, the distance between the ground-side feeding coil 3 and the vehicle-side current collecting coil 6 is 75 mm, the frequency applied to the feeding coil is 20 kHz, and the coil width is 600 mm. Further, the current of the feeding coil is 200 A and the number of turns is 1, while the current of the current collecting coil is 60 A and the number of turns is 20. Even if the frequency applied to the feeding coil is 10 kHz or less in accordance with the Radio Law, the output is slightly reduced, but the system can be applied without any problem.

  Next, the eddy current of the railway rail which becomes a problem is demonstrated.

  Here, it becomes a problem of nonlinear dynamic magnetic field analysis. Since the rail traveling direction is uniform and may be viewed as infinite, it can be approximated in two dimensions. Furthermore, in the sleeper direction, there is no relative movement between the vehicle and the ground, and the movement is not coupled.

  For the analysis code, Eddy of Photon, which is a finite element method using the A-φ method, was used (see Non-Patent Document 11 above).

  4 is a schematic diagram of a railway vehicle non-contact power feeding system showing a comparative example of the present invention, FIG. 5 is an analysis model when the power feeding coil and the current collecting coil are 8-shaped coils, and FIG. 6 is a power feeding coil and a current collector. It is an analysis model in case a coil is a rectangular coil.

  In FIG. 4, A is a track (arranged on the ground), 11 is a high-frequency power source, 12, 12 'are railway rails laid on the track A, and 13 is a one-turn ground side disposed between the rails 12 and 12'. B is an insulating support for the ground-side power supply coil 13, 14 is a railway vehicle, 15 is a wheel of the railway vehicle 14, and 16 is a vehicle disposed on the bottom surface of the railway vehicle 14. Current collecting coil (secondary coil: rectangular coil), C is a rear magnetic plate (ferrite plate) disposed on the rear surface of the vehicle current collecting coil 16 (between the bottom of the vehicle body and the vehicle current collecting coil 16) ), 17 is a converter connected to the current collecting coil 16 on the vehicle side, and 18 is a rechargeable battery (lithium ion storage battery) connected to the converter 17.

  In FIG. 5, 21 is a track center line, 22 is a railroad rail, 23 is a feeding coil (primary coil: 8-shaped coil), 24 is a back magnetic plate (ferrite), and 25 is a collection attached to the back magnetic plate 24. It is an electric coil (secondary coil: figure 8 coil).

  In FIG. 6, 31 is a track center line, 32 is a railroad rail, 33 is a feeding coil (primary coil: rectangular coil), 34 is a back magnetic plate, and 35 is a current collecting coil (secondary) attached to the back magnetic plate 34. Coil: rectangular coil).

  In order to examine the influence of the leakage magnetic flux, models of an 8-shaped coil (Null-flux mode) (FIG. 5) and a rectangular coil (Normal-flux mode) (FIG. 6) were created. In this analysis, the x direction is the sleeper direction, the y direction is the top direction, and the z direction is the rail traveling direction.

  In consideration of objectivity, the model specified an antisymmetric boundary condition on the yz plane (the tangential direction of the vector potential is 0), and a symmetric boundary condition (the normal direction of the vector potential is 0) far in the x and y directions.

  Since the frequency to be handled is high, the surface portions of the rails 22 and 32 through which eddy currents flow are finely divided so that the thickness is less than the skin thickness.

  FIG. 7 is a diagram showing a BH curve used for nonlinear calculation for analysis, where □ indicates ferrite and ◯ indicates iron.

  The analysis results are shown below in order. The horizontal axis of the analysis result is the current value, and the rated current shown in Table 1 is 1. The amount of heat generated per unit length was evaluated as an electromagnetic influence on railway rails.

  First, if it can be approximated by linear analysis, the calculation time can be greatly reduced, so we compared it with nonlinear analysis.

  FIG. 8 is a diagram showing calculation results in linear analysis and nonlinear analysis. Here, □ indicates nonlinear analysis, and ◯ indicates linear analysis.

  As can be seen from FIG. 8, there is a large divergence between the calculation results of the linear analysis and the nonlinear analysis in a region where the current is large. In addition, it was found that both the rail and the back magnetic plate reached the saturation region near the rated value, and nonlinear analysis was necessary.

  FIG. 9 is a diagram showing the magnetic flux density distribution at the rated current when the feeding coil and the collecting coil are 8-shaped coils, and FIG. 10 is the magnetic flux density distribution at the rated current when the feeding coil and the collecting coil are rectangular coils. FIG.

  In FIG. 9, it can be seen that the magnetic flux is concentrated on the rear magnetic plate 24 of the current collecting (secondary) coil 25 and the surface of the railway rail 22. It can also be seen that the magnetic field is shielded by the eddy current on the surface, and the magnetic flux does not enter the rail 22.

  Generally, a configuration in which the leakage flux to the surroundings is smaller between the 8-shaped coils shown in FIG. 1 than the rectangular coils shown in FIG. 4 is possible. Therefore, in the non-contact power supply system to the railway vehicle, the 8-shaped coil can reduce the overcurrent and suppress the heat generation of the railway rail.

  Therefore, as an attempt to suppress the heat generation of the railroad rail, a comparison was made between the case where the feeding coil and the collecting coil were a rectangular coil and an 8-shaped coil.

  FIG. 11 is a diagram showing the results of numerical analysis in the case of a rectangular coil and an 8-shaped coil, where the horizontal axis shows the power supply (primary) coil current (normalized) and the vertical axis shows the heat generation [W / m]. In addition, ◇ indicates the result of the rectangular coil, and ○ indicates the result of the 8-shaped coil.

  The figure 8 coil produced less heat on the rail. Assuming current vehicle limits and building limits, the figure-shaped coil can further reduce the influence on the rail.

  FIG. 12 is a diagram showing an analysis result when only the power feeding (primary) coil current and only the current collecting (secondary) coil current are applied. Here, ◇ indicates a feeding (primary) coil current, and ◯ indicates a current collecting (secondary) coil current.

  Since the feeding (primary) coil is geometrically closer to the rail, it is considered to have a larger influence on the rail. However, it was found that the current (secondary) coil current has a large ampere turn in this specification, so that the influence of the current collection (secondary) coil current is large. When comparing by calorific value, it is considered to be such a result because it is proportional to the square of the current value.

  FIG. 13 is a diagram illustrating an analysis result when the conductivity of the rail is changed.

Analysis of the general iron conductivity range of 1 × 10 ⁶ to 1 × 10 ⁷ [S / m] revealed that the calorific value only changed by about 40% even if it was changed by one digit. .

  FIG. 14 is a diagram showing an analysis result when the phase of the feeding (primary) coil current and the phase of the current collecting (secondary) coil current are changed.

  There is a point that changes dramatically when the phase difference between the feeding (primary) coil current and the collecting (secondary) coil current is changed. On the other hand, the actual non-contact power feeding uses a resonance phenomenon, so there is no large phase difference change. Therefore, in FIG. 14, the phase difference is 5 deg. Only the results when changed are shown. It can be seen that there is no significant change within this range.

  The following results were found from the above analysis results.

  (1) In order to obtain electric power of several tens of kW class, the current value becomes large, so that it becomes a saturation region of the magnetic material, and nonlinear analysis is necessary.

  (2) Since the frequency of the feeding (primary) coil is as high as 20 kHz, the eddy current due to the leakage magnetic flux is concentrated on the rail surface.

  (In the case of the three rectangular coils and the 8-shaped coil, the 8-shaped coil has a smaller influence on the rail.

  (4) Since the ampere turn of the current collecting (secondary) coil is large, the influence on the railroad rail is larger than that of the power feeding (primary) coil.

  (5) There was no significant difference in the effect on the railroad rail in the change in the electrical conductivity of the railroad rail or the phase difference between the currents of the feeding (primary) coil and the current collecting (secondary) coil.

  As described above, in the present invention, the power supply coil is installed on the ground side and the current collecting coil is installed on the vehicle upper side, so that non-contact power supply to the railway vehicle is performed. At this time, since railways place importance on compatibility with conventional vehicles and equipment, drastic changes in civil engineering equipment cannot be considered.

  Here, in order to suppress the electromagnetic influence on the railroad rail, the amount of heat generated on the railroad rail was evaluated, and the coil configuration, physical property values, etc. were changed, and the calculation was performed by electromagnetic field analysis by the finite element method.

  As a result, it was found that railway rail heat generation due to leakage magnetic flux can be reduced by making the coil configuration into a figure eight shape.

  In addition, this invention is not limited to the said Example, Based on the meaning of this invention, a various deformation | transformation is possible and these are not excluded from the scope of the present invention.

  The non-contact power supply system for railway vehicles of the present invention can be used as a non-contact power supply system for railway vehicles that can be applied without changing conventional facilities and vehicles.

It is a schematic diagram of the non-contact electric power feeding system for rail vehicles which shows the Example of this invention. It is a side view of the non-contact electric power feeding system for rail vehicles which shows the Example of this invention. It is principal part sectional drawing of the non-contact electric power feeding system for rail vehicles which shows the Example of this invention. It is a schematic diagram of the non-contact electric power feeding system for rail vehicles which shows the comparative example of this invention. It is an analysis model in case a feeding coil and a current collection coil are figure 8 coils. It is an analysis model in case a feeding coil and a current collection coil are rectangular coils. It is a figure which shows the BH curve for an analysis. It is a figure which shows the calculation result in a linear analysis and a nonlinear analysis. It is a figure which shows magnetic flux density distribution at the time of a rated current in case a feeding coil and a current collection coil are 8-shaped coils. It is a figure which shows magnetic flux density distribution at the time of rated current in case a feeding coil and a current collection coil are rectangular coils. It is a figure which shows the result of the numerical analysis in the case of a rectangular coil and an 8-shaped coil. It is a figure which shows the analysis result at the time of supplying only electric power feeding (primary) coil current and only current collection (secondary) coil current. It is a figure which shows the analysis result at the time of changing the electrical conductivity of a railroad rail. It is a figure which shows the analysis result at the time of changing the phase of electric power feeding (primary) coil current and the phase of current collection (secondary) coil current.

Explanation of symbols

A Track 1,11 High-frequency power source 2,2 ', 12,12', 22,32 Railroad rail B Insulation support 3,23 Feed coil (primary coil: 8-shaped coil)
C, 24, 34 Rear magnetic plate 4,14 Rail vehicle 5,15 Rail vehicle wheel 6,25 Current collecting coil (secondary coil: 8-shaped coil)
7,17 Converter 8,18 Rechargeable battery (lithium ion storage battery)
13, 33 Feed coil (primary coil: rectangular coil)
16, 35 Current collecting coil (secondary coil: rectangular coil)
21,31 orbit centerline

Claims (5)

(A) a power feeding coil that is disposed between railroad rails laid on a track and that reduces magnetic influence on the railroad rail;
(B) a high-frequency power source for supplying power to the power supply coil;
(C) a current collecting coil that is disposed at the bottom of a vehicle that travels on the railroad rail, faces the feeding coil during travelling, and reduces magnetic influence on the railroad rail;
(D) a converter connected to the current collecting coil;
(E) a rechargeable battery connected to the converter;
(F) A non-contact power feeding system for a railway vehicle, wherein the rechargeable battery is charged with an output from the current collecting coil by relative movement of the current collecting coil with respect to the power feeding coil.   2. The railway vehicle non-contact power feeding system according to claim 1, wherein the power feeding coil includes an insulating support plate, and a back magnetic plate is disposed between the back surface of the current collecting coil and the bottom of the vehicle. Non-contact power supply system for vehicles.   The non-contact power feeding system for a railway vehicle according to claim 1 or 2, wherein the power feeding coil and the current collecting coil are 8-shaped coils.   3. The railway vehicle non-contact power feeding system according to claim 1, wherein the high frequency power source is a high frequency power source on the order of 20 kHz.   The contactless power supply system for railway vehicles according to claim 1 or 2, wherein the rechargeable battery is a lithium ion storage battery.