JP2010215014A - Railroad vehicle system - Google Patents

Railroad vehicle system Download PDF

Info

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
Authority
JP
Japan
Prior art keywords
power
main transformer
voltage
storage device
section
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2009061389A
Other languages
Japanese (ja)
Other versions
JP5161816B2 (en
Inventor
Masayuki Nogi
雅之 野木
Katsuhisa Inagaki
克久 稲垣
Kazuaki Yuki
和明 結城
Yosuke Nakazawa
洋介 中沢
Satoshi Koizumi
聡志 小泉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toshiba Corp
Original Assignee
Toshiba Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to JP2009061389A priority Critical patent/JP5161816B2/en
Application filed by Toshiba Corp filed Critical Toshiba Corp
Priority to RU2011141495/11A priority patent/RU2482977C1/en
Priority to PCT/JP2010/001805 priority patent/WO2010103859A1/en
Priority to CA2843730A priority patent/CA2843730C/en
Priority to US13/256,391 priority patent/US8836161B2/en
Priority to EP10750615.6A priority patent/EP2415626B1/en
Priority to CA 2755340 priority patent/CA2755340C/en
Priority to BRPI1009186-6A priority patent/BRPI1009186A2/en
Publication of JP2010215014A publication Critical patent/JP2010215014A/en
Application granted granted Critical
Publication of JP5161816B2 publication Critical patent/JP5161816B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Landscapes

  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To drive an auxiliary machine even when the power of a stringing is stopped, and to suppress energizing inrush currents of a main transformer from the stringing. <P>SOLUTION: In a railroad vehicle system, the power is supplied from an electrical storage device 17 to secondary windings 12a, 12b via electrical power converters 14a, 14b so that the primary side of the main transformer 6 has the stringing voltage/phase, and the main transformer 6 is inversely excited by using the secondary windings 12a, 12b. By connecting the main transformer 6 in which the voltage of the same phase and the same level as those of the stringing voltage is applied to the primary side to a stringing 1, the energizing inrush currents of the main transformer 6 is suppressed. When the power of the stringing is failed, an auxiliary machine 8 is driven by the power of the electrical storage device 17. The power of the electrical storage device 17 is accumulated by the regenerative energy of driving motors 7a, 7b. A power supply control device 10 changes the power supply of the electrical storage device 17 for the inverse excitation of the main transformer 6 or the power supply for driving the auxiliary machine 8. The power supply control device 10 determines whether the power failure from the stringing is caused by a changing section or by the power failure of a power transformation station. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、交流電気車両を架線に接続する際に発生する主変圧器への励磁突入電流の流入を抑止した鉄道車両システムに関する。   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.

交流電気車が切替セクションを渡るとき、２００〜３００ｍｓの停電が生じる。現在は、地点検知を用い切替セクション付近で主回路電流を絞る制御が行われている。このため、乗り心地の悪化が生じるほか、饋電回路切替時の車両主変圧器への励磁突入電流が生じている。この励磁突入電流は饋電系保護機器の不要動作を発生させるほか、地上電力供給設備の容量増大につながる。そのため、切替セクションの手前で手前に「架線死区間標識」を設けておいて、運転士はこれを視認し、惰行状態で通過させる必要がある。   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.

これを解決する手法として、主変圧器への励磁突入電流の抑制を図るため特許文献１では、静止型地上側切替装置の投入位相を最適に制御する手法が提案されている。   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.

特開平７−１１７５３１号公報JP-A-7-117531

特許文献１の技術では、セクション切替設備による最適位相角切替制御を用いることで切替セクションにおける励磁突入電流の抑制を図ることができる一方、切替セクション通過時に一時的な車両主回路電流の絞り込みが行われ乗り心地が悪化するほか、補機の瞬時停電現象が発生している。また、切替セクションの投入位相角制御による励磁突入電流の抑制は、切替セクションを用いる饋電システムでは有効であるものの、デッドセクションでは対策にならない。   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.

更に、従来技術では、切替セクションやデッドセクションの通過以外にも、変電所の停電により架線が停電した場合には、車両搭載された各種補機への電力供給が断たれ、補機が停止することになるが、この点に対する配慮はされていない。また、停電時に、車両の回生エネルギーにより補機を駆動することも考えられるが、その場合、回生エネルギーによって主変圧器が逆励磁され、パンタグラフから架線を加圧することになる。そのため、架線停電時においては、パンタグラフを架線から離して運転する操作が要求される。   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.

本発明は、前記のような従来技術の問題点を解決するために提案されたものである。すなわち、本発明は、切替セクションやデッドセクションにおける主変圧器への励磁突入電流を抑制するとともに、セクション前での惰行動作をせずにセクションを通過でき、架線停電時の補機電力供給や架線とパンタグラフとの接触運転を可能とする鉄道車両システムを提供することを目的とする。   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.

前記の目的を達成するために、本発明の鉄道車両システムは、車両に搭載された主変圧器の１次巻線に、架線から交流電力を得るための集電装置が接続され、前記主変圧器の２次巻線に、架線からの交流を直流に変換すると共に直流側から交流側にエネルギーを戻す回生動作が可能な電力変換器が接続され、この電力変換器に蓄電装置が接続された交流電気車両と、前記架線電圧を検出する手段を備えた鉄道車両システムにおいて、前記集電装置によって架線から主変圧器に給電を開始する際に、前記架線電圧を検出する手段により架線電圧を検出し、前記蓄電装置のエネルギーを前記電力変換器を通じて前記主変圧器の２次巻線に印加し、主変圧器の１次側が前記検出された架線電圧と同位相・同圧になるように主変圧器を逆励磁した後に、集電装置を介して架線と主変圧器の１次巻線とを接続することを特徴とする。   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.

本発明によれば、車両に設けた蓄電装置を用いて主変圧器を逆励磁し、架線電圧と同位相、同程度の電圧を主変圧器の１次側に付与することにより、主変圧器を架線に接続する際の主変圧器への励磁突入電流を抑制することが可能になる。また、架線の停電時や回生走行時には、主変圧器を逆励磁することなく、回生エネルギーを蓄電装置に蓄え、この蓄電装置からの電力を補機に供給すると共に回生エネルギーによって架線が加圧されることを防止できる。   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.

本発明の実施例１である鉄道車両システムの構成を示すブロック回路図である。1 is a block circuit diagram illustrating a configuration of a railway vehicle system that is Embodiment 1 of the present invention. FIG. 実施例１における電源制御装置１０の構成を示すブロック図である。It is a block diagram which shows the structure of the power supply control apparatus 10 in Example 1. FIG. 本発明の実施例１である交流饋電システムの切替セクションを表す配線図である。It is a wiring diagram showing the switching section of the alternating current power transmission system which is Example 1 of this invention. 本発明の実施例２である交流饋電システムの切替セクションを表す配線図である。It is a wiring diagram showing the switching section of the alternating current power transmission system which is Example 2 of this invention.

以下、本発明の第１実施例を図１に従って具体的に説明する。
［実施例１の構成］
図１において、１は架線、２はレール、３はレール上を走行する車両、４は車両に設けられた集電装置であるパンタグラフ、５は車輪である。前記車両３には、主変圧器６、車両の駆動用モータ７ａ，７ｂ、補機８及び電源制御装置１０が設けられている。 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.

前記主変圧器６は、１次巻線１１と、モータ７ａ，７ｂ用の２次巻線１２ａ，１２ｂを備えている。モータ７ａ，７ｂ用の２次巻線１２ａ，１２ｂは、主変換回路１３を介してモータ７ａ，７ｂに接続されている。主変換回路１３には、交流を直流に変換する電力変換器１４ａ，１４ｂ、平滑用コンデンサ１５ａ，１５ｂ及びモータ駆動用電力変換器（インバータ）１６ａ，１６ｂを備えている。   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.

本実施例において、前記電力変換器１４ａ，１４ｂとしては、主変圧器６の２次巻線の逆励磁を行うために、交流電源側から直流側にエネルギーを取り出す電動動作と、直流側から交流電源側にエネルギーを戻す回生動作が可能なＰＷＭコンバータを使用する。   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.

また、本実施例においては、補機８に対して電力を供給する補助電源回路１３ｃを備えている。補機８としては、車両に搭載されたコンピュータ、エアコン、照明、通信機器など、車両の運行に必要な各種機器が含まれるが、本実施形態においては、補助電動機として接続されている誘導電動機を含んでおり、車両の回生運転時に、その誘導電動機からの回生エネルギーが、この補助電源回路１３ｃの直流部分に供給される。   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.

また、補助電源回路１３ｃには、その直流部に接続された平滑用コンデンサ１５ｃ、及び電力変換器（インバータ）１６ｃを備えている。なお、補機８の種類によっては、電力変換器１６ｃとして、インバータの代わりに、ＤＣ−ＤＣコンバータのような変圧回路を用いることも可能である。   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.

この補助電源回路１３ｃの直流部分には、本発明の主変圧器の逆励磁用の電源及び補機駆動用の電源となる蓄電装置１７が設けられている。また、この蓄電装置１７は、前記主変換回路１３の直流部分とも接続されており、主変換回路１３に接続された駆動用モータ７ａ，７ｂの回生エネルギーを電力として蓄積するものである。なお、この蓄電装置として、独立した専用のバッテリや電気二重相コンデンサなどを使用する代わりに、主変換回路１３や補助電源回路１３ｃに設ける平滑用コンデンサの容量が大きな場合には、平滑用コンデンサを蓄電装置として兼用することができる。したがって、蓄電装置１７は、電力変換器１４ａ，１４ｂと、コンデンサ１５ａ〜１５ｃと、電力変換器インバータ１６ａ〜１６ｃと並列に接続されている。   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.

前記電源制御装置１０は、モータ７ａ，７ｂや補機８の１つである誘導電動機の回生エネルギーを蓄電装置１７に蓄積したり、蓄電装置１７によって主変圧器６の２次巻線を逆励磁したり、さらには、蓄電装置１７からの電力を補機８に供給するための制御を行うものである。   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.

すなわち、図２に示すとおり、この電源制御装置１０には、パンタグラフからの集電によって架線の停電を検出する停電検出部４１と、現在の列車在線位置をＧＰＳやトランスポンダなどからの信号によって判定する位置検出部４２と、デットセクションや切替セクションの位置情報が格納されている路線データベース４３と、これらの情報に基づいて架線の停電（変電所からの電力供給停止）か、車両がデットセクションなどの非饋電区間にあるかを判定する停電判定部４１を備えている。また、この停電判定部２４からの判定結果に従い、蓄電装置１７に蓄積された電力（主として、回生エネルギー）を、補機８側に供給する電源切替部４５を備えている。   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.

［実施例１の作用］
このような構成を有する本実施例の作用は、次の通りである。
（１）停電の検出
現在、新幹線では異なる饋電区間に車両が進入する際（例えば、図３では、第１の饋電区間の架線２１ａから第２の饋電区間の架線２１ｂに車両が進入する際）には、図３の切替セクション２２を通過する。第１の饋電区間の架線２１ａから受電し列車が切替セクション２２に進入してくる場合、切替セクション２２の切替開閉器２４ａは閉じている。この場合、中セクション２３は、第１の饋電区間の架線２１ａに供給される電圧が印加されていることになる。列車が中セクション２３に完全に進入した後に、切替セクション２２の切替開閉器２４ａを開放する。 [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.

すると、変電所からの電力は中セクション２３には供給されなくなり、車両３は停電状態となって回生走行に移り、その駆動用モータ７ａ，７ｂ及び補機８に対する電力の供給が失われる。この場合、停電判定部４４は、停電検出部４１が検出した架線２１ａからの給電停止情報と、位置検出部４２から取得した車両の現在位置と、その車両の現在位置が切替セクション上であるか否かを路線データベース４３を参照することで、架線からの給電停止が切替セクション２２によるものか、あるいは変電所の事故などによる停電のどちらであるかを判定する。   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）励磁突入電流の抑制（切替セクション）
停電判定部４４による判定結果が、架線からの給電停止が切替セクション２２によるものである場合には、主変圧器６に対する励磁突入電流の抑止体制に入る。すなわち、切替セクション２２の中セクション２３に車両３が進入して、第１の饋電区間側の切替開閉器２４ａが開くと、その一定時間後、例えば３００ｍｓ後に切替開閉器２４ｂを閉じる。すると、中セクション２３には第２の饋電区間の架線２１ｂに供給されている電圧が印加されることになる。このときの主変圧器６への印加電圧位相によっては大きな励磁突入電流が発生する。 (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.

そこで、本実施例では、中セクション２３で給電が停止した際に、車両側に搭載された電力変換器（ＰＷＭコンバータ）１４ａ，１４ｂを用いて、主変圧器６の１次側が第１の饋電区間の架線２１ａに供給されていた電圧位相から、第２の饋電区間の架線２１ｂと同位相の電圧に変化するように制御する。例えば、電源制御装置１０の電源切替部４５を使用して、主変圧器６の２次巻線１２ａ，１２ｂに対して、電力変換器（ＰＷＭコンバータ）１４ａ，１４ｂを介して蓄電装置１７から電力を供給し、この２次巻線１２ａ，１２ｂを用いて主変圧器６を逆励磁する。これにより、切替開閉器２４ｂが投入され中セクション２３が復電される時に、車両の主変圧器６の１次側が第２の饋電区間と同位相の電圧で励磁されるようにして、主変圧器６への突入電流を抑制する。   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.

この場合、第２の饋電区間と同位相にするように主変圧器６を励磁するには、励磁するためのエネルギー供給源および第２の饋電区間の電圧位相情報が必要である。エネルギー供給源については、電力変換器（ＰＷＭコンバータ）１４ａ，１４ｂの直流側に接続された蓄電装置１７を用いる以外に、車両に強制的に回生ブレーキをかけさせエネルギー供給を行う方法がある。また、少ないエネルギーであれば電力変換器（ＰＷＭコンバータ）の直流側にある平滑用コンデンサ１５ａ〜１５ｃからエネルギー供給することも可能である。   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).

電圧位相情報については、ＡＴＣや線路上に敷設された地上子、漏波同軸ケーブルを用いた誘導無線や空間無線などの地上−車上間で情報通信を可能とする通信手段を用いたり、路線データベース４３に各饋電区間の電圧位相情報を記録しておき、停電判定部４４により、それを参照する。例えば、架線電圧を検出するために、架線に対して電力を供給する地上側設備で計測した架線電圧を交流電気車両に送信する送信機と、前記送信機からの信号を受信するために交流車両に設けられた受信機とを設ける。   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.

このような情報に基づき、推定された第２の饋電区間の架線２１ｂの電圧位相と同相になるように主変圧器６を励磁する。このように本実施例によれば、車両に電圧・位相検出装置や遮断器を設けることなく、主変圧器に対する逆励磁を行って、次の饋電区間に車両が進入した場合に主変圧器に対する励磁突入電流の印加を抑制する効果がある。   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）蓄電装置による補機の駆動（変電所停電時）
一方、停電判定部４４による判定結果が、架線からの給電停止が変電所の停電事故などによるものである場合には、電源制御装置１０の電源切替部４５により、蓄電装置１７の電力を補機８に供給する。これにより、補機８の停電を防ぎ、車両３に搭載された照明、コンピュータなど車両の運行に必要な各種機器の作動停止を防止する。これにより、主変圧器６を励磁することなく蓄電装置１７から補機８に電力供給することが可能となるので、パンタグラフが架線に接続された状態でも、架線を加圧することなく補機８を動作させることが可能になり、架線停電時の饋電回路の安全性向上に寄与する。 (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.

また、蓄電装置１７が列車回生時の回生電力を吸収するとともに、力行のピーク電力発生時に蓄電されたエネルギーを放出することで、列車ピーク電力の抑制が可能となり、地上変電設備の設備容量低減に寄与する。更に、架線の停電時においても、蓄電装置１７から主変換回路１３に電力を供給し、駆動用モータ７ａ，７ｂを駆動することで、架線レス走行が可能となる。   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.

本発明は、前記の実施例に限定されるものではなく、図３に示すように、在来線の交流電気車両が異なる電圧位相の饋電区間に進入するためにデッドセクションを通過する際についても、適用可能である。   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.

すなわち、この第２実施例では、交流系統２０ａ，２０ｂに接続された２種類の饋電区間の架線２１ａ，２１ｂの間には、デッドセクション２２が設けられている。このデッドセクション２２の中セクション部分への車両３の進入を、停電判定部４４によって検出し、路線データベース４３などの手段により、第２の饋電区間の電圧位相と架線電圧の大きさを検出する。   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. .

この検出された電圧と同位相・同程度の電圧値になるように、車両３側の主変圧器６の２次巻線１２ａ，１２ｂに接続された電力変換器１４ａ，１４ｂと、それらに接続されている蓄電装置１７を用いて主変圧器６を逆励磁する。その後、主変圧器６の１次側の電圧が架線電圧と同相になった状態でデッドセクション２２を抜け出て、第２の饋電区間の架線２１ｂから給電を受けるようにする。このように、第２実施例では、デッドセクション２２通過中に、次の饋電区間の電圧位相と車両位置を検出し、次の饋電区間の電圧位相に合わせて主変圧器６を予備励磁しておくことで、隣接する饋電区間に対する車両の進入時における励磁突入電流の抑制が図れる。   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.

現状では、デッドセクションの前にはノッチオフを指示する標識が設置されており、セクション通過時のノッチオフの動作が運転士に義務づけられている。本実施例によれば、前記のようにしてノッチオフ動作を不要とすることとが可能になるので、運転士への負担軽減となる。また、主変圧器６の２次巻線１２ａ，１２ｂに接続された補助電源回路１３ｃの出力容量と蓄電装置１７の容量が、デッドセクション２２の無停電区間を通過する間に要する入出力電力・エネルギーに対応していれば、力行・回生状態のままデッドセクション２２を通過することが可能になる。   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.

１…架線
２…レール
３…車両
４…パンタグラフ
５…車輪
６…主変圧器
７ａ，７ｂ…駆動用モータ
８…補機
９…電圧・位相検出手段
１０…電源制御装置
１１…１次巻線
１２ａ，１２ｂ…２次巻線
１３…主変換回路
１３ｃ…補助電源回路
１４ａ，１４ｂ…電力変換器（コンバータ）
１５ａ，１５ｂ，１５ｃ…平滑用コンデンサ
１６…電力変換器（インバータ）
１７…蓄電装置 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)

車両に搭載された主変圧器の１次巻線に、架線から交流電力を得るための集電装置が接続され、前記主変圧器の２次巻線に、架線からの交流を直流に変換すると共に直流側から交流側にエネルギーを戻す回生動作が可能な電力変換器が接続され、この電力変換器に蓄電装置が接続され、前記主変圧器の２次巻線に、補機に電力を供給する補助電源回路が接続された交流電気車両と、前記架線の停電及び架線の電圧を検出する手段を備えた鉄道車両システムにおいて、
架線の停電時には、前記蓄電装置のエネルギーを補機に供給して、補機を駆動することを特徴とする鉄道車両システム。 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. 前記集電装置によって架線から主変圧器に給電する際に、前記架線電圧を検出する手段により架線電圧を検出し、前記蓄電装置のエネルギーを前記電力変換器を通じて前記主変圧器の２次巻線に印加し、主変圧器の１次側が前記検出された架線電圧と同位相・同圧になるように主変圧器を逆励磁することを特徴とする請求項１に記載の鉄道車両システム。   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. 前記交流電気車両が、架線の切替セクションの中セクションあるいはデッドセクションから饋電区間に進入する場合に、前記主変圧器の逆励磁によって、進入する饋電区間の架線電圧及びその位相と主変圧器の１次側の電圧及びその位相とを同程度とすることを特徴とする請求項１または請求項２に記載の鉄道車両システム。   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. 前記架線電圧を検出する手段が、架線に対して電力を供給する地上側設備で計測した架線電圧を交流電気車両に送信する送信手段と、前記送信手段からの信号を受信するために交流車両に設けられた受信機とから構成されていることを特徴とする請求項１から請求項３のいずれか１項に記載の鉄道車両システム。   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. 前記主変圧器の２次巻線に、車両駆動用モータに電力を供給する駆動用電力変換回路が接続され、
この駆動用電力変換回路は、前記架線からの交流を直流に変換すると共に直流側から交流側にエネルギーを戻す回生動作が可能な電力変換器と、この電力変換器によって得られた直流を交流に変換する電力変換器が設けられ、これら電力変換器の間の直流部分に前記蓄電装置が接続されていることを特徴とする請求項１から請求項４のいずれか１項に記載の鉄道車両システム。 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. . 前記蓄電装置が、主変圧器からの交流を直流に変換する電力変換器と、この電力変換器からの直流を交流に変換する電力変換器との間の直流部分に設けられた平滑用コンデンサを兼用したものであることを特徴とする請求項１から請求項５のいずれか１項に記載の鉄道車両システム。   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. デッドセクションの通過中は回生ブレーキを使用することで、変圧器の励磁エネルギーと補機の駆動エネルギーの少なくとも一方を、電動機とそれを駆動する電力変換器から供給することを特徴とする請求項１から請求項６のいずれか１項に記載の鉄道車両システム。   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)

Priority Applications (8)

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

Applications Claiming Priority (1)

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

Publications (2)

Publication Number Publication Date
JP2010215014A true JP2010215014A (en) 2010-09-30
JP5161816B2 JP5161816B2 (en) 2013-03-13

Family

ID=42974327

Family Applications (1)

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

Country Status (1)

Country Link
JP (1) JP5161816B2 (en)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
WO2013115365A1 (en) * 2012-02-02 2013-08-08 三菱重工業株式会社 Electrical charging/discharging controller, charging control method, discharging control method, and program
JP2013192409A (en) * 2012-03-14 2013-09-26 Kyushu Railway Co Power supply system for electric vehicle and power supply control method
JP2013192408A (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
CN104340076A (en) * 2013-08-08 2015-02-11 株式会社日立制作所 Train set and method of increasing cars constituting train set
WO2015118917A1 (en) * 2014-02-10 2015-08-13 株式会社明電舎 Regeneration inverter device for electric railroad
JP2016043714A (en) * 2014-08-19 2016-04-04 日本車輌製造株式会社 Backup system of waste disposal device for railway vehicle
JP6099854B1 (en) * 2016-06-29 2017-03-22 三菱電機株式会社 AC electric vehicle
JP2017225322A (en) * 2016-06-17 2017-12-21 東海旅客鉄道株式会社 Power conversion system
TWI625021B (en) * 2016-06-16 2018-05-21 日商東海旅客鐵道股份有限公司 Power conversion system
TWI625022B (en) * 2016-06-16 2018-05-21 日商東海旅客鐵道股份有限公司 Power conversion system
WO2022259988A1 (en) * 2021-06-07 2022-12-15 株式会社日立製作所 Power supply system for railway vehicle and auxiliary power supply method for railway vehicle

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06261403A (en) * 1993-03-09 1994-09-16 Toshiba Corp Method and system for protecting univarsal electric vehicle against ac risky run
JPH0879901A (en) * 1994-09-06 1996-03-22 Toshiba Corp Controller for electric vehicle
JP2001352607A (en) * 2000-06-06 2001-12-21 Hitachi Ltd Battery-driven rolling stock
JP2002058110A (en) * 2000-08-04 2002-02-22 Meidensha Corp Power facility for bullet train
JP2006320139A (en) * 2005-05-13 2006-11-24 Railway Technical Res Inst Vehicle braking method and braking system
JP2007043849A (en) * 2005-08-04 2007-02-15 Toshiba Corp Vehicle drive control device

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06261403A (en) * 1993-03-09 1994-09-16 Toshiba Corp Method and system for protecting univarsal electric vehicle against ac risky run
JPH0879901A (en) * 1994-09-06 1996-03-22 Toshiba Corp Controller for electric vehicle
JP2001352607A (en) * 2000-06-06 2001-12-21 Hitachi Ltd Battery-driven rolling stock
JP2002058110A (en) * 2000-08-04 2002-02-22 Meidensha Corp Power facility for bullet train
JP2006320139A (en) * 2005-05-13 2006-11-24 Railway Technical Res Inst Vehicle braking method and braking system
JP2007043849A (en) * 2005-08-04 2007-02-15 Toshiba Corp Vehicle drive control device

Cited By (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
EP2671748B1 (en) 2011-01-31 2016-07-20 Hitachi, Ltd. Driving system, driving system for railroad-vehicle, and railroad-vehicle and multi-car train mounted with same
JP5548280B2 (en) * 2011-01-31 2014-07-16 株式会社日立製作所 Drive system and drive system for railway vehicle
JP2014140294A (en) * 2011-01-31 2014-07-31 Hitachi Ltd Drive system, drive system for railway vehicle, and railway vehicle and formation train mounting the same
KR101536492B1 (en) * 2011-01-31 2015-07-13 가부시키가이샤 히타치세이사쿠쇼 Driving system, driving system for railroad-vehicle, and railroad-vehicle and multi-car train mounted with same
US9090165B2 (en) 2011-01-31 2015-07-28 Hitachi, Ltd. Driving system, driving system for railroad-vehicle, and railroad-vehicle and multi-car train mounted with same
WO2013115365A1 (en) * 2012-02-02 2013-08-08 三菱重工業株式会社 Electrical charging/discharging controller, charging control method, discharging control method, and program
JP2013162582A (en) * 2012-02-02 2013-08-19 Mitsubishi Heavy Ind Ltd Charge and discharge controller, charge control method, discharge control method, and program
US9694704B2 (en) 2012-02-02 2017-07-04 Mitsubishi Heavy Industries, Ltd. Electrical charging/discharging controller, charging control method, discharging control method, and program
JP2013192409A (en) * 2012-03-14 2013-09-26 Kyushu Railway Co Power supply system for electric vehicle and power supply control method
JP2013192408A (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
CN104340076A (en) * 2013-08-08 2015-02-11 株式会社日立制作所 Train set and method of increasing cars constituting train set
WO2015118917A1 (en) * 2014-02-10 2015-08-13 株式会社明電舎 Regeneration inverter device for electric railroad
JP5804231B1 (en) * 2014-02-10 2015-11-04 株式会社明電舎 Electric railway regenerative inverter equipment
JP2016043714A (en) * 2014-08-19 2016-04-04 日本車輌製造株式会社 Backup system of waste disposal device for railway vehicle
TWI625021B (en) * 2016-06-16 2018-05-21 日商東海旅客鐵道股份有限公司 Power conversion system
TWI625022B (en) * 2016-06-16 2018-05-21 日商東海旅客鐵道股份有限公司 Power conversion system
US10525838B2 (en) 2016-06-16 2020-01-07 Central Japan Railway Company Power conversion system
US10611245B2 (en) 2016-06-16 2020-04-07 Central Japan Railway Company Power conversion system
JP2017225322A (en) * 2016-06-17 2017-12-21 東海旅客鉄道株式会社 Power conversion system
TWI622244B (en) * 2016-06-17 2018-04-21 日商東海旅客鐵道股份有限公司 Power conversion system
US10538162B2 (en) 2016-06-17 2020-01-21 Central Japan Railway Company Power conversion system
JP6099854B1 (en) * 2016-06-29 2017-03-22 三菱電機株式会社 AC electric vehicle
WO2018003029A1 (en) * 2016-06-29 2018-01-04 三菱電機株式会社 Alternating-current electric vehicle
WO2022259988A1 (en) * 2021-06-07 2022-12-15 株式会社日立製作所 Power supply system for railway vehicle and auxiliary power supply method for railway vehicle

Also Published As

Publication number Publication date
JP5161816B2 (en) 2013-03-13

Similar Documents

Publication Publication Date Title
JP5161816B2 (en) Railway vehicle system
RU2482977C1 (en) Rolling stock system and method of its control
JP5100690B2 (en) Railway vehicle system
US9227516B2 (en) Electric vehicle propulsion control device and railway vehicle system
CN110014864B (en) Train traction rescue method and system
KR20130100013A (en) Driving system, driving system for railroad-vehicle, and railroad-vehicle and multi-car train mounted with same
EP2689983B1 (en) Drive system and railway vehicle provided with the drive system
JP2009072003A5 (en)
KR20080040271A (en) 3 phase amorphous inductive power transfer system of electric railway vehicle
JP2009113691A (en) Ground power supply system of battery-driven type vehicle in railroad vehicle
JP6740058B2 (en) Electric vehicle
US9308923B2 (en) Regenerative braking emergency stop system
KR20100105372A (en) Railway system installing power supply facility on railroads between stations
CN109861367B (en) Power supply system of electric locomotive
JP2009261242A (en) Controller of electric rolling stock
CN103085671A (en) Method and device for braking track-bound vehicles driven by induction motors
JP5281372B2 (en) Electric railway vehicle drive system
CN112238792B (en) Running a rail vehicle through a split in a vehicle external current supply device
JP2013225963A (en) Drive system of electric railway vehicle
JP2012178898A (en) Drive system for railway vehicle, railway vehicle, and train organization including the railway vehicle
KR100713840B1 (en) A recovery electric power storage system of electric rail car
JP5361475B2 (en) In-vehicle power supply securing control device for electric vehicles
JP2012125128A (en) Storage battery type vehicle
JP5383169B2 (en) Power interchange system for DC electric railway and AC electric railway
JPH06261403A (en) Method and system for protecting univarsal electric vehicle against ac risky run

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20110909

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20120828

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20121029

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20121120

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20121214

R151 Written notification of patent or utility model registration

Ref document number: 5161816

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R151

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20151221

Year of fee payment: 3