JP2010215014A - Railroad vehicle system - Google Patents

Railroad vehicle system Download PDF

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Publication number
JP2010215014A
JP2010215014A JP2009061389A JP2009061389A JP2010215014A JP 2010215014 A JP2010215014 A JP 2010215014A JP 2009061389 A JP2009061389 A JP 2009061389A JP 2009061389 A JP2009061389 A JP 2009061389A JP 2010215014 A JP2010215014 A JP 2010215014A
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Japan
Prior art keywords
power
main transformer
vehicle
overhead line
voltage
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JP2009061389A
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Japanese (ja)
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JP5161816B2 (en
Inventor
Katsuhisa Inagaki
Satoshi Koizumi
Yosuke Nakazawa
Masayuki Nogi
Kazuaki Yuki
洋介 中沢
聡志 小泉
克久 稲垣
和明 結城
雅之 野木
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Toshiba Corp
株式会社東芝
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Priority to JP2009061389A priority Critical patent/JP5161816B2/en
Priority claimed from CA2843730A external-priority patent/CA2843730C/en
Publication of JP2010215014A publication Critical patent/JP2010215014A/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00Type of vehicles
    • B60L2200/26Rail vehicles

Abstract

An auxiliary machine is driven even when a power failure occurs in an overhead line. Suppresses the magnetizing inrush current from the overhead line to the main transformer.
Power is supplied from a power storage device 17 to secondary windings 12a and 12b via power converters 14a and 14b so that the primary side of the main transformer 6 has an overhead voltage / phase. The main transformer 6 is reversely excited using the secondary windings 12a and 12b. By connecting the main transformer 6 to which the voltage having the same phase and the same level as that of the overhead line voltage is applied to the primary side, the exciting inrush current of the main transformer 6 is suppressed. During the power failure of the overhead line, the auxiliary machine 8 is driven by the electric power of the power storage device 17. The electric power of the power storage device 17 is accumulated by the regenerative energy of the drive motors 7a and 7b. The power supply control device 10 switches between supplying the electric power of the power storage device 17 for reverse excitation of the main transformer 6 and supplying the electric power for driving the auxiliary machine 8. The power supply control device 10 determines whether the supply of power from the overhead line is due to a switching section or a power failure at a substation.
[Selection] Figure 1

Description

  The present invention relates to a railway vehicle system that suppresses an inrush current flowing into a main transformer that occurs when an AC electric vehicle is connected to an overhead wire.

  When the AC electric vehicle crosses the switching section, a power failure of 200 to 300 ms occurs. Currently, control is performed to reduce the main circuit current near the switching section using point detection. For this reason, the ride comfort is deteriorated and an inrush current is applied to the vehicle main transformer at the time of switching the power transmission circuit. This magnetizing inrush current causes unnecessary operation of the power system protection equipment and leads to an increase in the capacity of the ground power supply facility. Therefore, it is necessary to provide an “overhead dead zone sign” in front of the switching section, and the driver must visually recognize it and pass it in a coasting state.

  As a technique for solving this problem, Patent Document 1 proposes a technique for optimally controlling the input phase of the stationary ground side switching device in order to suppress the magnetizing inrush current to the main transformer.

JP-A-7-117531

  In the technique of Patent Document 1, it is possible to suppress the magnetizing inrush current in the switching section by using the optimum phase angle switching control by the section switching equipment, while temporarily narrowing down the vehicle main circuit current when passing through the switching section. In addition to worsening the ride comfort, there is an instantaneous power outage phenomenon of the auxiliary equipment. In addition, suppression of the magnetizing inrush current by controlling the switching section angle of the switching section is effective in a power transmission system using the switching section, but is not a countermeasure in the dead section.

  Furthermore, in the prior art, in addition to passing through the switching section and dead section, when the overhead line fails due to a power outage at the substation, the power supply to various auxiliary equipment mounted on the vehicle is cut off and the auxiliary equipment stops. However, no consideration is given to this point. In addition, it is conceivable to drive the auxiliary machine with the regenerative energy of the vehicle at the time of a power failure. In this case, the main transformer is reversely excited by the regenerative energy and pressurizes the overhead wire from the pantograph. Therefore, at the time of an overhead line power failure, an operation for driving the pantograph away from the overhead line is required.

  The present invention has been proposed to solve the above-described problems of the prior art. That is, the present invention suppresses the magnetizing inrush current to the main transformer in the switching section and the dead section, and can pass through the section without coasting in front of the section. An object of the present invention is to provide a railway vehicle system that enables contact operation between a pantograph and a pantograph.

  In order to achieve the above object, in the railway vehicle system of the present invention, a current collector for obtaining AC power from an overhead wire is connected to a primary winding of a main transformer mounted on a vehicle, and the main transformer A power converter capable of converting the alternating current from the overhead wire into direct current and returning the energy from the direct current side to the alternating current side is connected to the secondary winding of the transformer, and the power storage device is connected to the power converter In a railway vehicle system including an AC electric vehicle and a means for detecting the overhead line voltage, when the power collector starts supplying power from the overhead line to the main transformer, the overhead line voltage is detected by the means for detecting the overhead line voltage. The energy of the power storage device is applied to the secondary winding of the main transformer through the power converter, so that the primary side of the main transformer has the same phase and the same pressure as the detected overhead wire voltage. After reverse-exciting the transformer Characterized by connecting the primary winding of the overhead line and main transformer via a current collector.

  According to the present invention, the main transformer is reverse-excited using a power storage device provided in the vehicle, and a voltage having the same phase and level as the overhead wire voltage is applied to the primary side of the main transformer. It becomes possible to suppress the magnetizing inrush current to the main transformer when connecting to the overhead line. In addition, during a power failure or regenerative running of the overhead line, regenerative energy is stored in the power storage device without reverse excitation of the main transformer, and the power from the power storage device is supplied to the auxiliary equipment and the overhead wire is pressurized by the regenerative energy. Can be prevented.

1 is a block circuit diagram illustrating a configuration of a railway vehicle system that is Embodiment 1 of the present invention. FIG. It is a block diagram which shows the structure of the power supply control apparatus 10 in Example 1. FIG. It is a wiring diagram showing the switching section of the alternating current power transmission system which is Example 1 of this invention. It is a wiring diagram showing the switching section of the alternating current power transmission system which is Example 2 of this invention.

Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIG.
[Configuration of Example 1]
In FIG. 1, 1 is an overhead wire, 2 is a rail, 3 is a vehicle traveling on the rail, 4 is a pantograph, which is a current collector provided in the vehicle, and 5 is a wheel. The vehicle 3 is provided with a main transformer 6, vehicle drive motors 7 a and 7 b, an auxiliary machine 8, and a power supply control device 10.

  The main transformer 6 includes a primary winding 11 and secondary windings 12a and 12b for the motors 7a and 7b. The secondary windings 12 a and 12 b for the motors 7 a and 7 b are connected to the motors 7 a and 7 b via the main conversion circuit 13. The main conversion circuit 13 includes power converters 14a and 14b that convert alternating current into direct current, smoothing capacitors 15a and 15b, and motor drive power converters (inverters) 16a and 16b.

  In this embodiment, as the power converters 14a and 14b, in order to perform reverse excitation of the secondary winding of the main transformer 6, an electric operation for extracting energy from the AC power source side to the DC side, and an AC operation from the DC side. A PWM converter capable of regenerative operation for returning energy to the power supply side is used.

  In this embodiment, an auxiliary power supply circuit 13c that supplies power to the auxiliary machine 8 is provided. The auxiliary machine 8 includes various devices necessary for the operation of the vehicle, such as a computer, an air conditioner, lighting, and a communication device mounted on the vehicle. In this embodiment, an induction motor connected as an auxiliary motor is used. In addition, during the regenerative operation of the vehicle, the regenerative energy from the induction motor is supplied to the DC portion of the auxiliary power circuit 13c.

  In addition, the auxiliary power circuit 13c includes a smoothing capacitor 15c connected to the direct current portion, and a power converter (inverter) 16c. Depending on the type of the auxiliary machine 8, it is also possible to use a transformer circuit such as a DC-DC converter instead of the inverter as the power converter 16c.

  The direct current portion of the auxiliary power circuit 13c is provided with a power storage device 17 serving as a reverse excitation power source and an auxiliary drive power source for the main transformer of the present invention. The power storage device 17 is also connected to the DC portion of the main conversion circuit 13, and stores the regenerative energy of the drive motors 7a and 7b connected to the main conversion circuit 13 as electric power. If the capacity of the smoothing capacitor provided in the main conversion circuit 13 or the auxiliary power supply circuit 13c is large instead of using an independent dedicated battery or electric double phase capacitor as the power storage device, the smoothing capacitor Can also be used as a power storage device. Therefore, the power storage device 17 is connected in parallel with the power converters 14a and 14b, the capacitors 15a to 15c, and the power converter inverters 16a to 16c.

  The power supply control device 10 stores the regenerative energy of the induction motor, which is one of the motors 7a and 7b and the auxiliary machine 8, in the power storage device 17, and reversely excites the secondary winding of the main transformer 6 by the power storage device 17. In addition, control for supplying electric power from the power storage device 17 to the auxiliary machine 8 is performed.

  That is, as shown in FIG. 2, the power supply control device 10 determines a power failure detection unit 41 that detects a power failure in an overhead line by collecting current from a pantograph, and determines the current train location based on a signal from a GPS or a transponder. The position detection unit 42, the route database 43 in which the position information of the dead section and the switching section is stored, and the power failure of the overhead line (power supply stop from the substation) based on the information, The power failure determination part 41 which determines whether it exists in a non-electric power section is provided. In addition, according to the determination result from the power failure determination unit 24, a power supply switching unit 45 that supplies power (mainly regenerative energy) accumulated in the power storage device 17 to the auxiliary machine 8 side is provided.

[Operation of Example 1]
The operation of this embodiment having such a configuration is as follows.
(1) Detection of power outage When a vehicle enters a different power train section on the Shinkansen (for example, in FIG. 3, the vehicle enters the overhead line 21b of the first power train section from the overhead line 21a of the first power train section). ), The switching section 22 of FIG. 3 is passed. When power is received from the overhead line 21a of the first power transmission section and the train enters the switching section 22, the switching switch 24a of the switching section 22 is closed. In this case, the middle section 23 is applied with the voltage supplied to the overhead line 21a of the first power transmission section. After the train has completely entered the middle section 23, the switching switch 24a of the switching section 22 is opened.

  Then, the electric power from the substation is not supplied to the middle section 23, the vehicle 3 is in a power failure state and moves to regenerative running, and the supply of electric power to the driving motors 7a and 7b and the auxiliary machine 8 is lost. In this case, the power failure determination unit 44 determines whether the power supply stop information from the overhead line 21a detected by the power failure detection unit 41, the current position of the vehicle acquired from the position detection unit 42, and the current position of the vehicle are on the switching section. By referring to the route database 43, it is determined whether the power supply stop from the overhead line is due to the switching section 22 or a power failure due to a substation accident or the like.

(2) Suppression of magnetizing inrush current (switching section)
When the result of determination by the power failure determination unit 44 is that the power supply stop from the overhead line is due to the switching section 22, the system enters a system for suppressing the excitation inrush current to the main transformer 6. That is, when the vehicle 3 enters the middle section 23 of the switching section 22 and the switching switch 24a on the first power transmission section side is opened, the switching switch 24b is closed after a certain time, for example, 300 ms. Then, the voltage supplied to the overhead line 21b of the second power transmission section is applied to the middle section 23. A large magnetizing inrush current is generated depending on the voltage phase applied to the main transformer 6 at this time.

  Therefore, in the present embodiment, when power feeding is stopped in the middle section 23, the primary side of the main transformer 6 is the first power converter using the power converters (PWM converters) 14a and 14b mounted on the vehicle side. Control is performed so that the voltage phase supplied to the overhead line 21a in the electrical section changes to a voltage having the same phase as that of the overhead line 21b in the second transmission section. For example, using the power supply switching unit 45 of the power supply control device 10, the secondary windings 12 a and 12 b of the main transformer 6 are supplied with power from the power storage device 17 via the power converters (PWM converters) 14 a and 14 b. And the main transformer 6 is reversely excited using the secondary windings 12a and 12b. Thus, when the switching switch 24b is turned on and the middle section 23 is restored, the primary side of the main transformer 6 of the vehicle is excited with a voltage having the same phase as that of the second feeder section. Inrush current to the transformer 6 is suppressed.

  In this case, in order to excite the main transformer 6 so as to have the same phase as that of the second charging section, an energy supply source for excitation and voltage phase information of the second charging section are required. As for the energy supply source, there is a method of supplying energy by forcibly applying a regenerative brake to the vehicle other than using the power storage device 17 connected to the DC side of the power converters (PWM converters) 14a and 14b. In addition, if the energy is small, it is also possible to supply energy from the smoothing capacitors 15a to 15c on the DC side of the power converter (PWM converter).

  For the voltage phase information, communication means that enables information communication between the ground and the vehicle such as an ATC, a ground element laid on the track, induction radio using a leaky coaxial cable, space radio, etc. The voltage phase information of each power transmission section is recorded in the database 43 and is referenced by the power failure determination unit 44. For example, in order to detect the overhead line voltage, a transmitter that transmits the overhead line voltage measured by the ground-side equipment that supplies power to the overhead line to the AC electric vehicle, and an AC vehicle that receives the signal from the transmitter And a receiver provided in the above.

  Based on such information, the main transformer 6 is excited so as to be in phase with the estimated voltage phase of the overhead line 21b of the second feeder section. As described above, according to the present embodiment, the main transformer is reversely excited with respect to the main transformer without providing a voltage / phase detection device or a circuit breaker in the vehicle, and the vehicle enters the next negative section. This has the effect of suppressing the application of the magnetizing inrush current.

(3) Auxiliary machinery driven by power storage device (when power substation fails)
On the other hand, when the result of the determination by the power failure determination unit 44 is that the power supply stop from the overhead line is due to a power outage accident at the substation, etc. 8 is supplied. Thereby, the power failure of the auxiliary machine 8 is prevented, and the operation of various devices necessary for the operation of the vehicle such as the lighting and the computer mounted on the vehicle 3 is prevented. As a result, power can be supplied from the power storage device 17 to the auxiliary machine 8 without exciting the main transformer 6, so that the auxiliary machine 8 can be operated without pressurizing the overhead line even when the pantograph is connected to the overhead line. It can be operated and contributes to improving the safety of the power transmission circuit in the event of an overhead power failure.

  In addition, the power storage device 17 absorbs the regenerative power at the time of train regeneration and releases the energy stored at the time of peak power generation of the power running, so that the train peak power can be suppressed and the equipment capacity of the ground substation facilities can be reduced. Contribute. Furthermore, even when a power failure occurs in the overhead line, power can be supplied from the power storage device 17 to the main conversion circuit 13 to drive the drive motors 7a and 7b, thereby enabling travel without an overhead line.

  The present invention is not limited to the above-described embodiment. As shown in FIG. 3, the conventional line AC electric vehicle passes through a dead section in order to enter a negative section of a different voltage phase. Is also applicable.

  That is, in this 2nd Example, the dead section 22 is provided between the overhead lines 21a and 21b of the two types of feeder sections connected to AC system 20a, 20b. The ingress of the vehicle 3 to the middle section portion of the dead section 22 is detected by the power failure determination unit 44, and the voltage phase and the magnitude of the overhead line voltage of the second feeder section are detected by means such as the route database 43. .

  Power converters 14a and 14b connected to the secondary windings 12a and 12b of the main transformer 6 on the vehicle 3 side so that the voltage value has the same phase and the same level as the detected voltage, and connected to them. The main transformer 6 is reverse-excited using the power storage device 17 that is provided. After that, the voltage on the primary side of the main transformer 6 exits the dead section 22 in a state of being in phase with the overhead wire voltage, and is supplied with power from the overhead wire 21b in the second feeder section. As described above, in the second embodiment, while passing through the dead section 22, the voltage phase and the vehicle position of the next charging section are detected, and the main transformer 6 is pre-excited according to the voltage phase of the next charging section. By doing so, it is possible to suppress the magnetizing inrush current when the vehicle enters the adjacent power section.

  At present, a sign indicating notch-off is installed in front of the dead section, and the driver is required to operate notch-off when passing through the section. According to the present embodiment, it becomes possible to eliminate the need for the notch-off operation as described above, thereby reducing the burden on the driver. Further, the input / output power required while the output capacity of the auxiliary power circuit 13c connected to the secondary windings 12a and 12b of the main transformer 6 and the capacity of the power storage device 17 pass through the uninterruptible section of the dead section 22 If it corresponds to energy, it becomes possible to pass through the dead section 22 in the power running / regenerative state.

DESCRIPTION OF SYMBOLS 1 ... Overhead wire 2 ... Rail 3 ... Vehicle 4 ... Pantograph 5 ... Wheel 6 ... Main transformer 7a, 7b ... Driving motor 8 ... Auxiliary machine 9 ... Voltage / phase detection means 10 ... Power supply control apparatus 11 ... Primary winding 12a , 12b ... secondary winding 13 ... main converter circuit 13c ... auxiliary power supply circuits 14a, 14b ... power converter (converter)
15a, 15b, 15c ... smoothing capacitor 16 ... power converter (inverter)
17 ... Power storage device

Claims (7)

  1. A current collector for obtaining AC power from the overhead wire is connected to the primary winding of the main transformer mounted on the vehicle, and the alternating current from the overhead wire is converted to DC in the secondary winding of the main transformer. In addition, a power converter capable of regenerating energy from the DC side to the AC side is connected, and a power storage device is connected to the power converter, and power is supplied to the auxiliary machine to the secondary winding of the main transformer. In a railway vehicle system comprising an AC electric vehicle to which an auxiliary power circuit is connected and means for detecting a power failure of the overhead line and a voltage of the overhead line,
    A railcar system characterized in that, when a power failure occurs in an overhead line, the energy of the power storage device is supplied to the auxiliary machine to drive the auxiliary machine.
  2.   When power is supplied from the overhead wire to the main transformer by the current collector, the overhead wire voltage is detected by means for detecting the overhead wire voltage, and the energy of the power storage device is passed through the power converter to the secondary winding of the main transformer. The railway vehicle system according to claim 1, wherein the main transformer is reverse-excited so that the primary side of the main transformer has the same phase and the same pressure as the detected overhead line voltage.
  3.   When the AC electric vehicle enters the feeder section from the middle section or dead section of the overhead wire switching section, the overhead transformer voltage and its phase and the main transformer of the incoming feeder section are reversed by reverse excitation of the main transformer. The railway vehicle system according to claim 1 or 2, wherein the primary side voltage and the phase thereof are set to the same level.
  4.   The means for detecting the overhead line voltage is a transmission means for transmitting the overhead line voltage measured by the ground-side equipment for supplying power to the overhead line to the AC electric vehicle, and the AC vehicle for receiving a signal from the transmission means. The railway vehicle system according to any one of claims 1 to 3, wherein the railway vehicle system comprises a receiver provided.
  5. A driving power conversion circuit that supplies power to a vehicle driving motor is connected to the secondary winding of the main transformer,
    This driving power conversion circuit converts a power supply from the overhead wire into a direct current and a power converter capable of a regenerative operation for returning energy from the direct current side to the alternating current side, and converts the direct current obtained by the power converter into an alternating current. The railway vehicle system according to any one of claims 1 to 4, wherein a power converter for conversion is provided, and the power storage device is connected to a direct current portion between the power converters. .
  6.   The power storage device includes a smoothing capacitor provided in a direct current portion between a power converter that converts alternating current from the main transformer into direct current and a power converter that converts direct current from the power converter into alternating current. The railway vehicle system according to any one of claims 1 to 5, wherein the railway vehicle system is also used.
  7.   2. A regenerative brake is used during the passage of the dead section to supply at least one of the excitation energy of the transformer and the drive energy of the auxiliary machine from the electric motor and the power converter that drives the motor. The railway vehicle system according to claim 6.
JP2009061389A 2009-03-13 2009-03-13 Railway vehicle system Active JP5161816B2 (en)

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Application Number Priority Date Filing Date Title
JP2009061389A JP5161816B2 (en) 2009-03-13 2009-03-13 Railway vehicle system

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
JP2009061389A JP5161816B2 (en) 2009-03-13 2009-03-13 Railway vehicle system
CA2843730A CA2843730C (en) 2009-03-13 2010-03-12 Rolling stock system and control method thereof
EP10750615.6A EP2415626B1 (en) 2009-03-13 2010-03-12 Railroad vehicle system and control method therefor
BRPI1009186-6A BRPI1009186A2 (en) 2009-03-13 2010-03-12 railroad vehicle system and method of controlling it
US13/256,391 US8836161B2 (en) 2009-03-13 2010-03-12 Rolling stock system and control method thereof
PCT/JP2010/001805 WO2010103859A1 (en) 2009-03-13 2010-03-12 Railroad vehicle system and control method therefor
CA 2755340 CA2755340C (en) 2009-03-13 2010-03-12 Rolling stock system and control method thereof
RU2011141495/11A RU2482977C1 (en) 2009-03-13 2010-03-12 Rolling stock system and method of its control

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JP5161816B2 JP5161816B2 (en) 2013-03-13

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WO2012105282A1 (en) * 2011-01-31 2012-08-09 株式会社 日立製作所 Driving system, driving system for railroad-vehicle, and railroad-vehicle and multi-car train mounted with same
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JP2013192408A (en) * 2012-03-14 2013-09-26 Kyushu Railway Co Power supply system for electric vehicle and power supply control method
JP2013192409A (en) * 2012-03-14 2013-09-26 Kyushu Railway Co Power supply system for electric vehicle and power supply control method
JP2013225963A (en) * 2012-04-20 2013-10-31 Hitachi Ltd Drive system of electric railway vehicle
JP2014064398A (en) * 2012-09-21 2014-04-10 Kyushu Railway Co Electric power system for electric motor vehicle, and electric power supply control method
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