JP2013192409A - Power supply system for electric vehicle and power supply control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suggest a technology enabling hybridization of overhead wires and a battery of an electric vehicle capable of traveling in an AC section.SOLUTION: A power supply system 1A includes a main conversion circuit 30 connected to a secondary winding 22 of a main transformer 20 and supplying power to a main electric motor 4, and a conversion circuit 40 for an auxiliary connected to a tertiary winding 23 to supply power to the auxiliary, a tertiary winding side converter 51 for charging a battery 60A is connected to the tertiary winding 23 of the main transformer 20 together with a conversion circuit 40 for the auxiliary in parallel, and the battery 60A is connected to a DC link part of the main conversion circuit 30 via a high-speed circuit breaker BHB.

Description

  The present invention relates to an electric vehicle power supply system and the like.

  An overhead wire / battery hybrid train is known in which a battery is mounted on a DC train and the main motor is driven by one or both of power supplied from the overhead wire (DC power) and battery discharge power (DC power). . This hybrid train has a feature that the battery can be charged by regenerative energy and can be driven by the discharged power (DC power) of the battery in a non-electrified section (see, for example, Patent Document 1).

JP 2008-253084 A

  As the developed hybrid train, there are many trains in addition to the overhead wire / battery hybrid LRV “Hi-tram” developed by the present applicant. However, all hybrid trains are DC trains, and the actual situation is that AC trains are not being developed. As for locomotives, development of hybrid diesel locomotives is progressing, but development of hybrid electric locomotives is not progressing. Of course, the same applies to AC electric vehicles as well as AC electric vehicles.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to propose a technique that enables an overhead wire / battery hybrid of an electric vehicle that can travel in an AC section.

The first form for solving the above problem is
An electric vehicle power supply system (for example, FIG. 1) that can switch between an overhead line mode that travels based on AC power from an overhead line and a battery mode that travels based on output power of a battery (for example, battery 60A in FIG. 1). 1 power supply system 1A),
1st converter part (for example, main circuit side converter 31 of FIG. 1) and 1st inverter part (for example, inverter 32 of FIG. 1) connected to the secondary winding of the main transformer, and drive a main motor A main conversion circuit (for example, main conversion circuit 30 in FIG. 1) for supplying power to
An auxiliary converter circuit (for example, an auxiliary converter circuit 40 in FIG. 1) connected to the tertiary winding of the main transformer and supplying electric power to the auxiliary machine;
A second converter connected to the tertiary winding in parallel with the auxiliary converter circuit and supplying power for charging the battery in the overhead mode (for example, the tertiary winding side converter 51 in FIG. 1);
A circuit breaker (for example, the high-speed circuit breaker BHB in FIG. 1) that connects the DC link portion of the main conversion circuit and the battery;
A control device (for example, the control unit 70 in FIG. 1);
With
The controller is
An overhead wire mode switching means for switching to the overhead wire mode by opening the breaker;
Battery mode switching means for switching to the battery mode by turning on the circuit breaker and operating the second converter unit as an inverter;
Having
This is a power system for electric vehicles.

As another form,
A main converter circuit having a first converter section and a first inverter section connected to the secondary winding of the main transformer and supplying power for driving the main motor, and connected to the tertiary winding of the main transformer An auxiliary conversion circuit for supplying electric power to the auxiliary machine, a second converter unit connected to the tertiary winding in parallel with the auxiliary conversion circuit, and a converter operation of the second converter unit. In an electric vehicle power supply system comprising a battery configured to be rechargeable with secondary output power, an overhead line mode that travels based on AC power from the overhead line, and a battery that travels based on the output power of the battery A power supply control method for controlling power supply by switching between modes,
Switching to the overhead wire mode by releasing the connection between the DC link portion of the main conversion circuit and the battery;
Connecting the DC link portion of the main converter circuit and the battery, causing the second converter portion to perform an inverter operation, and switching to the battery mode;
A power supply control method including the above may be configured.

  According to the first embodiment, etc., in addition to the main converter circuit for supplying power to the main motor and the auxiliary converter circuit for supplying power to the auxiliary machine, the second converter unit for charging the battery is provided. An electric vehicle power supply system that can switch between an overhead line mode that travels based on AC power from the overhead line and a battery mode that travels based on the output power of the battery is realized.

  That is, in the overhead line mode, the battery is disconnected from the DC link portion of the main converter circuit by opening the circuit breaker, and the main converter circuit supplies the main motor with the drive power of the main motor based on the AC power from the overhead line. At this time, the battery is charged by the second converter unit connected in parallel with the auxiliary converter circuit to the tertiary winding of the main transformer. On the other hand, in the battery mode, the battery is connected to the DC link unit of the main converter circuit by turning on the circuit breaker, and the first inverter unit supplies the driving power of the main motor based on the DC power from the battery to the main motor. While being supplied, electric power is also supplied to the auxiliary machine side by the inverter operation of the second converter unit. Thereby, the overhead wire / battery hybridization in the electric vehicle capable of traveling in the AC section is realized.

Further, as a second form, the electric vehicle power supply system of the first form,
The first converter unit is configured to function as a pure bridge circuit when operation is stopped,
The battery mode switching means further stops the operation of the first converter unit,
In the battery mode, the power generated on the primary side of the second converter unit by the inverter operation is applied to the first converter unit via the main transformer, and the first mode in the battery mode is configured. An electric vehicle power supply system may be configured in which the secondary side voltage of one converter unit and the output voltage of the battery are designed to be substantially the same.

  According to the second embodiment, the first converter unit is configured to function as a pure bridge circuit (single-phase full-wave rectifier circuit) when operation is stopped. The switching to the battery mode is further performed by stopping the operation of the first converter unit. That is, in the battery mode, the secondary side voltage of the first converter unit and the output voltage of the battery are applied to the DC link unit of the main conversion circuit, and both voltages are substantially the same.

Further, as a third form, the electric vehicle power supply system of the first form,
A contactor for connecting the secondary winding and the first converter unit (for example, the contactor Ks of FIG. 11);
The battery mode switching means further stops the operation of the first converter unit and opens the contactor.
An electric vehicle power supply system may be configured.

  According to the third aspect, the electric vehicle power system further includes a contactor for connecting the second winding of the main transformer and the first converter. The switching to the battery mode is further performed by stopping the operation of the first converter unit and opening the contactor. Thereby, in the battery mode, only the output voltage of the battery is applied to the DC link portion of the main conversion circuit.

Further, as a fourth form, the electric vehicle power supply system according to any one of the first to third forms,
The control device, when the electric vehicle is stopped, turns on the circuit breaker, and performs quick charge control means for controlling the first converter unit to supply charging power to the battery based on AC power from the overhead wire Having
An electric vehicle power supply system may be configured.

  According to the fourth aspect, when the electric vehicle is stopped, the first converter unit can perform rapid charging for supplying charging power to the battery based on the AC power from the overhead wire. By connecting the DC link portion of the main conversion circuit and the battery by turning on the circuit breaker, AC power from the overhead wire can be supplied to the battery via the first converter portion. Since a large amount of charging power can be supplied to the battery, rapid charging becomes possible.

The lineblock diagram of the power supply system in a 1st embodiment. Explanatory drawing of the electric power supply operation | movement in overhead line mode. Explanatory drawing of the electric power supply operation | movement in battery mode. The circuit block diagram of the main circuit side converter. Explanatory drawing of the electric power supply operation | movement in the quick charge of a battery. Explanatory drawing of the control procedure at the time of starting in overhead line mode. Explanatory drawing of the control procedure at the time of switching from overhead line mode to battery mode. Explanatory drawing of the control procedure in the case of switching from battery mode to overhead line mode. Explanatory drawing of the control procedure at the time of starting in battery mode. Explanatory drawing of the control procedure in the case of quick charge of a battery. The block diagram of the power supply system in 2nd Embodiment. Explanatory drawing at the time of starting in overhead line mode. Explanatory drawing of the control procedure at the time of switching from overhead line mode to battery mode. Explanatory drawing of the control procedure in the case of switching from battery mode to overhead line mode. Explanatory drawing of the control procedure at the time of starting in battery mode. Explanatory drawing of the control procedure in the case of quick charge of a battery.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. Below, although the circuit structure of a train is demonstrated, this invention is applicable also to LRV and a locomotive. Further, it can be applied to the AC / DC train of the present invention. That is, the applicable embodiment of the present invention is not limited to the following.

[First Embodiment]

<Configuration>
FIG. 1 is a circuit configuration diagram of a power supply system 1A according to the first embodiment. This power supply system 1A includes a vacuum circuit breaker VCB, a main transformer 20, a main converter circuit 30, an auxiliary converter circuit 40, a tertiary winding side converter 51 (second converter unit), a battery 60A, The contactor K, the high-speed circuit breaker BHB (breaker), the reactor L, and the control part 70 are comprised.

  The primary winding 21 of the main transformer 20 is connected to the pantograph 2 via the vacuum circuit breaker VCB, and the secondary winding 22 is connected to the input end (primary side) of the main circuit side converter 31, and the tertiary winding 23 is connected to the input end (primary side) of the tertiary winding side converter 51 and the auxiliary conversion circuit 40. The main transformer 20 generates a single-phase AC voltage of “1000 V” in the secondary winding 22 when a single-phase AC power of “20000 V” of the overhead line voltage is applied to the primary winding 21, and the tertiary winding 23. The winding ratios of the primary winding 21, the secondary winding 22, and the tertiary winding 23 are configured so as to generate a single-phase AC voltage of “440V”.

  The main conversion circuit 30 includes a main circuit side converter 31 (first converter unit) and an inverter 32 (first inverter unit).

  The input end (primary side) of the main circuit side converter 31 is connected to the secondary winding 22 of the main transformer 20, and the output end (secondary side) is connected to the input end (primary side) of the inverter 32. Yes. The main circuit side converter 31 functions as a phase-synchronous PWM converter that converts an AC voltage (single phase 1000 V) input to the input end (primary side) into a DC voltage (1800 V).

  The input end (primary side) of the inverter 32 is connected to the output end (secondary side) of the main circuit side converter 31, and the output end (secondary side) is connected to the main motor 4. The inverter 32 converts a DC voltage (900 V to 1800 V) input to the input end (primary side) into a three-phase AC voltage and supplies driving power to the main motor 4.

  The main motor 4 is a main motor (main motor) that controls the rotation of the axle by supplying electric power (three-phase AC power) from the inverter 32, and is realized by, for example, a three-phase induction motor. In the drawing, the 1C4M method in which four motors are controlled by one inverter is shown, but this is an example, and the present embodiment can be applied to other methods such as the 1C1M method. Of course.

  The auxiliary conversion circuit 40 is a power supply circuit for supplying power to auxiliary equipment (auxiliary equipment) such as an air conditioner and a lighting device, and is a static inverter that converts AC power (single-phase 440V) into DC power. 41 is comprised.

  The input end (primary side) of the tertiary winding side converter 51 is connected to the tertiary winding 23 of the main transformer 20, and the battery 60A is connected to the output end (secondary side) via the contactor K. Yes. The tertiary winding side converter 51 functions as a phase-synchronous PWM converter that converts AC power (single-phase 440V) input to the input end (primary side) into DC power (forward operation), and at the output end It also functions as a PWM inverter that converts DC power input to the (secondary side) into AC power (single-phase 440V) and outputs it from the input end (primary side) (reverse operation).

  The battery 60A is a battery module in which a plurality of battery cells such as lithium ion batteries are connected, for example, and the rated voltage is configured to be “900 V or higher and 1800 V or lower”. The battery 60A is connected to the output end (secondary side) of the tertiary winding side converter 51 via the contactor K, and is connected to the main circuit side converter 31 via the high speed circuit breaker BHB and the reactor L. And a DC link portion between the inverter 32 and the inverter 32.

  The control unit 70 is realized by a computer configured with a CPU and various memories (ROM, RAM, etc.) and various electronic circuits, and functions as a control device. The control unit 70 performs driving mode switching control, which will be described later. Specifically, the operations of the main circuit side converter 31, the tertiary winding side converter 51, and the inverter 32 are controlled, and the on / off of the vacuum circuit breaker VCB, the contactor K, and the high speed circuit breaker BHB are controlled. .

<Driving mode>
A travel mode in the power supply system 1A will be described. There are two types of travel modes: “overhead line mode” and “battery mode”.

(A) Overhead line mode The overhead line mode is a mode in which the main motor 4 is driven by an AC voltage (single-phase 20000 V) supplied from the overhead line.

  FIG. 2 is a diagram illustrating a power supply operation of the power supply system 1A in the overhead line mode. In the overhead line mode, the pantograph 2 rises and contacts the overhead line, and the vacuum circuit breaker VCB is turned on. The high speed breaker BHB is opened and the contactor K is turned on. That is, the battery 60A is disconnected from the main circuit. The main circuit side converter 31 and the tertiary winding side converter 51 are both controlled to perform converter operation (forward operation).

  Looking at the flow of electricity, an AC voltage (single phase 20000 V), which is an overhead wire voltage, is applied to the primary winding 21 of the main transformer 20, and an AC voltage (single phase 1000 V) is generated in the secondary winding 22. An AC voltage (single phase 440 V) is generated in the winding 23.

  The AC voltage (single-phase 1000 V) generated in the secondary winding 22 is converted into a DC voltage (1800 V) by the main circuit side converter 31, and further converted into three-phase AC power by the inverter 32 and supplied to the main motor 4. Is done. On the other hand, the AC voltage (single phase 440V) generated in the tertiary winding 23 is supplied to the auxiliary conversion circuit 40 and is converted into a DC voltage by the tertiary winding side converter 51 to charge the battery 60A. At this time, the output current at the output end (secondary side) (that is, the charging current of the battery 60A) is controlled by the modulation factor control of the tertiary winding side converter 51. When there is no need for charging, such as when the battery 60A is fully charged, the operation of the tertiary winding side converter 51 can be stopped. As described above, in the overhead line mode, the battery 60 </ b> A can be charged by the power from the overhead line or the regenerative power while stopping or traveling, in addition to the rapid charging described later.

(B) Battery mode The battery mode is a mode in which the main motor 4 is driven by the stored electric power of the battery 60A.

  FIG. 3 is a diagram illustrating a power supply operation of the power supply system 1A in the battery mode. In the battery mode, the pantograph 2 is lowered and the vacuum circuit breaker VCB is opened. Contactor K and high speed circuit breaker BHB are both charged. In addition, the main circuit side converter 31 stops operating, and the tertiary winding side converter 51 is controlled to perform inverter operation (forward operation).

  Looking at the flow of electricity, the discharge voltage of the battery 60 </ b> A (DC 900 V or more and 1800 V or less) is converted into three-phase AC power by the inverter 32 and supplied to the main motor 4.

  The discharge voltage of the battery 60A (DC 900V or more and 1800V or less) is converted into an AC voltage (single-phase 440V) by the tertiary winding side converter 51 and supplied to the auxiliary conversion circuit 40 and the main transformer 20 Is applied to the tertiary winding 23. When an AC voltage (single phase 440V) is applied to the tertiary winding 23 of the main transformer 20, an AC voltage (single phase 1000V) is generated in the secondary winding 22 via the primary winding 21. The voltage generated in the primary winding 21 is the same as in the overhead line mode.

  The AC voltage (single-phase 1000 V) generated in the secondary winding 22 of the main transformer 20 is input to the input end (primary side) of the main circuit side converter 31, but the main circuit side converter 31 stops operating. Therefore, it is converted into a DC voltage (900 V) and supplied to the inverter 32. That is, a DC voltage (900 V) from the main circuit side converter 31 and a DC voltage (900 V or more and 1800 V or less) from the battery 60A are supplied to the input terminal (primary side) of the inverter 32.

  Here, the reason why the output of the main circuit side converter 31 whose operation is stopped becomes DC power of “900 V or more” will be described. FIG. 4 is a circuit configuration diagram of the main circuit side converter 31. When the main circuit side converter 31 is not operating, the IGBT is non-conductive, which is equivalent to a single-phase full-wave rectifier circuit (single-phase bridge rectifier circuit) formed of a diode. That is, it functions as a so-called pure bridge circuit. Since the load side of the main circuit side converter 31 can be regarded as a pure resistance load (not including inductance), a DC voltage “0.9 times” the AC voltage input between the input terminals is output between the main power terminals. That is, when the operation of the main circuit side converter 31 is stopped, a DC voltage of “900 V” that is “0.9 times” the AC voltage of “single phase 1000 V” input to the input terminal (primary side) is , And output from the output end (secondary side).

  Further, the tertiary winding side converter 51 has the same circuit configuration. When the operation is stopped, a DC voltage “0.9 times” the single-phase AC voltage input to the input terminal (primary side) is output. Output from the end (secondary side).

(C) Rapid Charging Next, a case where the battery 60A is rapidly charged with the supply power (AC power) of the overhead wire will be described. Note that this quick charging is performed, for example, while a stop such as a station is stopped.

  FIG. 5 is a diagram showing a power supply operation of the power supply system 1A at the time of quick charging. Since the vehicle is stopped during the quick charge, the inverter 32 is stopped. And at the time of quick charge, both the contactor K and the high-speed circuit breaker BHB are thrown in. The pantograph 2 rises and comes into contact with the overhead wire, and the vacuum circuit breaker VCB is turned on. The main circuit side converter 31 and the tertiary winding side converter 51 are both controlled to perform a converter operation.

  As for the flow of electricity, an AC voltage (single phase 20000 V) supplied from an overhead wire is applied to the primary winding 21 of the main transformer 20, and an AC voltage (single phase 1000 V) is generated in the secondary winding 22. An AC voltage (single phase 440 V) is generated in the tertiary winding 23. The AC voltage (single-phase 1000 V) generated in the secondary winding 22 of the main transformer 20 is converted into DC power by the main circuit side converter 31, and the battery 60A is charged. At this time, the output current from the output end (secondary side) (that is, the charging current of the battery 60A) is controlled by the modulation factor control of the main circuit side converter 31. Since both the overhead power and the output of the main circuit side converter 31 have a large capacity, the battery 60A can be rapidly charged.

  The AC voltage (single phase 440V) generated in the tertiary winding 23 of the main transformer 20 is supplied to the auxiliary conversion circuit 40 and input to the input end (primary side) of the tertiary winding side converter 51. However, since the tertiary winding side converter 51 is controlled so that the operation is stopped or the output current of the output end (secondary side) (that is, the charging current of the battery 60A) becomes 0, the tertiary winding The battery 60A is not charged by the output power of the line-side converter 51.

<Driving mode switching>
Next, a control procedure when switching between these travel modes will be described. This control is performed by the control unit 70.

(A) Activation in Overhead Line Mode FIG. 6 shows a control procedure in the case of activation in the overhead line mode from when the vehicle is stopped. However, the high-speed circuit breaker BHB is opened and the contactor K is turned on. The pantograph 2 is lowered and the vacuum circuit breaker VCB is opened. In addition, the inverter 32, the main circuit side converter 31, and the tertiary winding side converter 51 are all stopped operating.

  First, the pantograph 2 is raised (step A1), and then the vacuum circuit breaker VCB is turned on (step A3). As a result, an AC voltage of “single phase 20000V”, which is an overhead wire voltage, is applied to the primary winding 21 of the main transformer 20, an AC voltage of “single phase 1000 V” is generated in the secondary winding 22, and a tertiary winding An AC voltage of “single phase 440 V” is generated on the line 23.

  An AC voltage of “single phase 1000 V” is applied to the input end (primary side) of the main circuit side converter 31, but since the main circuit side converter 31 is stopped, at this time, from the output end (secondary side) Outputs a DC voltage of “about 900 V”. Moreover, since the AC voltage of “single phase 440V” is applied to the input end (primary side) of the tertiary winding side converter 51 and the tertiary winding side converter 51 is stopped, from the output end (secondary side) A DC voltage of “about 369 V” is about to be output. However, since the voltage at both ends of the battery 60A (battery voltage) is “900 V or more”, the reverse current is prevented by the diode of the tertiary winding side converter 51, and the output end (secondary side) of the tertiary winding side converter 51 is The voltage across the battery 60A (battery voltage) is maintained at “900 V or higher”.

  Next, the tertiary winding side converter 51 is operated as a converter by modulation rate control so as to obtain an output current corresponding to a given charging current command (step A5). Thereby, the battery 60A is charged.

  Further, the main circuit side converter 31 is operated as a converter so that the output voltage becomes a DC voltage of “1800 V” by the modulation rate control (step A7). Thereafter, the inverter 32 is activated (step A9). Then, the inverter 32 converts the DC voltage of “1800 V” output from the main circuit side converter 31 into a three-phase AC voltage and supplies it to the main motor 4.

(B) Switching from the overhead line mode to the battery mode FIG. 7 shows a control procedure when switching from the overhead line mode to the battery mode. First, the inverter 32 is stopped (step B1), and then the main circuit side converter 31 is stopped (step B3). As a result, the output power at the output end (secondary side) of the main circuit side converter 31 becomes “DC 900 V or more”.

  Subsequently, the high speed circuit breaker BHB is turned on (step B5). As a result, “900 V or more” DC power discharged from the battery 60 </ b> A is input to the input end (primary side) of the inverter 32 and also input to the output end (secondary side) of the tertiary winding side converter 51. The

  Then, the tertiary winding side converter 51 is changed to the inverter operation by the CVCF control so that the voltage at the input end (primary side) becomes “single phase 440V” (step B7). Thereby, the AC voltage of “single phase 440V” output from the input end (primary side) of the tertiary winding side converter 51 is supplied to the auxiliary conversion circuit 40. Subsequently, the vacuum circuit breaker VCB is opened (step B9), and the pantograph 2 is lowered (step B11). Thereafter, the inverter 32 is activated (reactivated) (step B13).

(C) Switching from Battery Mode to Overhead Line Mode FIG. 8 is a control procedure when switching from battery mode to overhead line traveling. First, the inverter 32 is stopped (step C1). Next, the pantograph 2 is raised (step C3), and the vacuum circuit breaker VCB is turned on (step C5).

  Subsequently, the tertiary winding side converter 51 is changed to a converter operation by modulation factor control (step C7). Then, the high-speed circuit breaker BHB is opened (step C9), and the main circuit side converter 31 is operated as a converter by modulation rate control so that the output voltage becomes “DC 1800V” (step C11). Thereafter, the inverter 32 is started (restarted) (step C13).

(D) Startup in Battery Mode FIG. 9 is a control procedure when starting in the battery mode while the vehicle is stopped. However, the high-speed circuit breaker BHB is opened, the pantograph 2 is lowered, and the vacuum circuit breaker VCB is opened. In addition, the inverter 32, the main circuit side converter 31, and the tertiary winding side converter 51 are all stopped operating.

  First, the contactor K is inserted (step D1). Next, the inverter on the tertiary winding side converter 51 is controlled by CVCF control so that the output voltage becomes “single phase 440 V” (step D3). Subsequently, the high-speed circuit breaker BHB is turned on (step D5), and then the inverter 32 is started (step D7).

(E) Rapid Charging of Battery 60A FIG. 10 is a control procedure for rapidly charging the battery 60A. First, the inverter 32 is stopped (step E1). Next, the pantograph 2 is raised (step E3), and the vacuum circuit breaker VCB is turned on (step E5). Subsequently, the converter on the tertiary winding side 51 is operated by modulation rate control so that the output current (charging current of the battery 60A) becomes “0” (step E7).

  Further, the converter 60 is operated by modulation rate control so that the main circuit side converter 31 has an output current corresponding to a given charging current command, and the battery 60A is charged (step E9). Then, when charging of the battery 60A is completed (step E11), a traveling mode (battery mode / overhead line mode) is determined.

  That is, if the vehicle travels in the “battery mode” (step E13: battery), the main circuit side converter 31 is stopped (step E15). Next, the tertiary winding side converter 51 is changed to the inverter operation by the CVCF control so that the output voltage becomes “single phase 440V” (step E17). Subsequently, the vacuum circuit breaker VCB is opened (step E19), and the pantograph 2 is lowered (step E21). Thereafter, the inverter 32 is started (restarted) (step E23).

  On the other hand, if the vehicle travels in the “overhead line mode” (step E13: overhead line), the high-speed circuit breaker BHB is opened (step E25), and the main circuit side converter 31 is connected to the converter so that the output voltage becomes “DC 1800V”. Operate (step E27). Thereafter, the inverter 32 is activated (step E29).

<Effect>
Thus, in the power supply system 1A of this embodiment, the tertiary winding side converter 51 for charging the battery 60A is connected to the tertiary winding 23 of the main transformer 20 in parallel with the auxiliary machine conversion circuit 40. At the same time, the battery 60A is configured to be connected to the DC link portion of the main conversion circuit 30 via the high-speed circuit breaker BHB.

  Thereby, switching between the overhead line mode in which the main motor 4 is driven by the power supplied from the overhead line (AC power) and the battery mode in which the main motor 4 is driven by the discharge power (DC power) of the battery 60A is switched. It becomes possible to realize an overhead wire / battery hybrid of an electric vehicle traveling in an AC section.

[Second Embodiment]
Next, a second embodiment will be described. The second embodiment has a configuration in which the input end (primary side) of the main circuit side converter 31 is connected to the secondary winding 22 of the main transformer 20 via the contactor Ks in the first embodiment described above. It is an embodiment. In the following, the same elements as those in the above-described embodiment are denoted by the same reference numerals, and detailed description thereof is omitted or simplified.

<Configuration>
FIG. 11 is a circuit configuration diagram of a power supply system 1B according to the second embodiment. The power supply system 1B includes a vacuum circuit breaker VCB, a main transformer 20, a main converter circuit 30, an auxiliary converter circuit 40, a tertiary winding side converter 51, a battery 60B, a contactor K, a high speed The circuit breaker BHB, the reactor L, the auxiliary conversion circuit 40, and a control unit 70 are provided. The main conversion circuit 30 includes a contactor Ks, a main circuit side converter 31, and an inverter 32.

  The contactor Ks is provided between the secondary winding 22 of the main transformer 20 and the input end (primary side) of the main circuit side converter 31. The contactor Ks is turned on in the overhead line mode and when the battery 60A is rapidly charged, and is opened in the battery mode. In the second embodiment, the rated voltage of the battery 60B will be described as “750V”. However, the contactor Ks causes the rated voltage of the battery 60B to be a DC voltage (for example, 0.9 times or more the voltage of the tertiary winding 23). 440V × 0.9 = 396V or more), it is possible to design freely.

  That is, when the operation of the main circuit side converter 31 is stopped in a state where a DC voltage of “single phase 1000 V” is generated in the secondary winding 22 of the main transformer 20, its output terminal (secondary side) Generates a DC voltage of “900 V”. For this reason, in the power supply system 1A in the first embodiment, it is necessary to configure the rated voltage of the battery 60A to “900 V or higher” that is equal to or higher than the output voltage of the main circuit side converter 31.

  However, according to the second embodiment, in the battery mode, by opening the contactor Ks, the output of the main circuit side converter 31 becomes 0, and the DC link portion of the main conversion circuit 30 has a discharge voltage of the battery 60B. Only is applied. Thus, the rated voltage of the battery 60B can be freely designed as long as it is a direct-current voltage 0.9 times or more the voltage of the tertiary winding 23.

<Driving mode switching>
Next, switching of the travel mode in the power supply system 1B will be described.

(A) Activation in overhead line mode The power supply operation in the overhead line mode is the same as the power supply operation in the overhead line mode in the first embodiment (see FIG. 2).

  FIG. 12 shows a control procedure in the case where the vehicle is started in the overhead line mode while the vehicle is stopped. However, since the vehicle is stopped, the high-speed circuit breaker BHB is opened and the contactor K is turned on. The pantograph 2 is lowered and the vacuum circuit breaker VCB is opened. In addition, the inverter 32, the main circuit side converter 31, and the tertiary winding side converter 51 are all stopped operating.

  First, the pantograph 2 is raised (step A1), and then the vacuum circuit breaker VCB is turned on (step A3). Next, the tertiary winding side converter 51 is operated as a converter to charge the battery 60B (step A5).

  Further, the contactor Ks is inserted (step A6). Subsequently, the main circuit side converter 31 is operated as a converter so that the output voltage becomes a DC voltage of “1800 V” by the modulation rate control (step A7). Thereafter, the inverter 32 is activated (step A9).

(B) Switching from the overhead line mode to the battery mode FIG. 13 shows a control procedure when switching from the overhead line mode to the battery mode. First, the inverter 32 is stopped (step B1), and then the main circuit side converter 31 is stopped (step B3). Subsequently, the contactor Ks is opened (step B4), and then the high speed circuit breaker BHB is turned on (step B5).

  Then, the tertiary winding side converter 51 is changed to the inverter operation by the CVCF control so that the voltage at the input end (primary side) becomes “single phase 440V” (step B7). Subsequently, the vacuum circuit breaker VCB is opened (step B9), and the pantograph 2 is lowered (step B11). Thereafter, the inverter 32 is activated (reactivated) (step B13).

(C) Switching from Battery Mode to Overhead Line Mode FIG. 14 is a control procedure when switching from battery mode to overhead line traveling. First, the inverter 32 is stopped (step C1). Next, the pantograph 2 is raised (step C3), and the vacuum circuit breaker VCB is turned on (step C5).

  Subsequently, the tertiary winding side converter 51 is changed to a converter operation by modulation factor control (step C7). Then, the high-speed circuit breaker BHB is opened (step C9), and the contactor Ks is inserted (step C10). Next, the main circuit side converter 31 is operated as a converter by modulation rate control so that the output voltage becomes “DC 1800 V” (step C11). Thereafter, the inverter 32 is started (restarted) (step C13).

(D) Activation in Battery Mode FIG. 15 is a control procedure when starting in the battery mode while the vehicle is stopped. However, the high-speed circuit breaker BHB is opened, the pantograph 2 is lowered, and the vacuum circuit breaker VCB is opened. In addition, the inverter 32, the main circuit side converter 31, and the tertiary winding side converter 51 are all stopped operating.

  First, the contactor K is charged (step D1), and the contactor Ks is charged (step D2). Next, the tertiary winding side converter 51 is operated as an inverter by CVCF control so that the voltage at the input end (primary side) becomes “single phase 440 V” (step D3). Subsequently, the high-speed circuit breaker BHB is turned on (step D5), and then the inverter 32 is started (step D7).

(E) Rapid Charging of Battery 60A FIG. 16 is a control procedure for rapidly charging the battery 60A. First, the inverter 32 is stopped (step E1). Next, the pantograph 2 is raised (step E3), and the vacuum circuit breaker VCB is turned on (step E5).

  Subsequently, the converter on the tertiary winding side 51 is operated by modulation rate control so that the output current (charging current of the battery 60A) becomes “0” (step E7). Next, the contactor Ks is charged (step E8). Further, the converter 60 is operated by modulation rate control so that the main circuit side converter 31 has an output current corresponding to a given charging current command, and the battery 60A is charged (step E9). When charging of the battery 60A is completed (step E11), the driving mode to be activated is determined.

  If traveling in the battery mode (step E13: battery), the main circuit side converter 31 is stopped (step E15), and then the contactor Ks is opened (step E16). Subsequently, the tertiary winding side converter 51 is changed to the inverter operation by the CVCF control so that the voltage at the input end (primary side) becomes “single phase 440V” (step E17). Then, the vacuum circuit breaker VCB is opened (step E19), and the pantograph 2 is lowered (step E21). Thereafter, the inverter 32 is started (restarted) (step E23).

  On the other hand, if the vehicle travels in the overhead line mode (step E13: overhead line), the high-speed circuit breaker BHB is opened (step E25), and the main circuit side converter 31 is caused to perform the converter operation so that the output voltage becomes “DC 1800V”. (Step E27). Thereafter, the inverter 32 is activated (step E29).

<Effect>
Thus, in the power supply system 1B in the second embodiment, the contactor Ks is connected between the secondary winding 22 of the main transformer 20 and the main circuit side converter 31 in the power supply system 1A in the first embodiment. Configured. In the battery mode, the output of the main circuit side converter 31 whose operation is stopped can be set to 0 by opening the contactor Ks. That is, only the discharge voltage of the battery 60 </ b> A is applied to the DC link portion of the main conversion circuit 30. Thereby, in addition to the operation and effect in the first embodiment, the rated voltage of the battery 60B can be freely designed as long as it is a direct current voltage 0.9 times or more the voltage of the tertiary winding 23.

[Common effects of the first and second embodiments]
By mounting the power supply systems 1A and 1B in the present embodiment on an AC electric vehicle, the AC electric vehicle can be converted to an overhead wire / battery hybrid. As a result, various functions and effects are exhibited.
For example, in the above-described embodiment, the description was mainly made of the driving power supplied to the electric motor 4, that is, the description at the time of power running. 4 is accumulated in the batteries 60A and 60B. Thereby, by accumulating regenerative energy in the batteries 60A and 60B, regenerative invalidation is prevented and energy can be used effectively.

  In addition, since it is possible to switch between the overhead line mode and the battery mode, it is possible to travel to the nearest station by switching to the battery mode when a power failure occurs in the overhead line.

  In addition, since the overhead line voltage is as high as “about 20000 to 25000 V” in the AC section, the current flowing through the punter point can be as small as several tens of amperes when the battery is rapidly charged. If rapid charging is to be performed in a DC section where the overhead line voltage is "about 1500 V", a special overhead line corresponding to a large current needs to be used, but there is no problem with a normal (conventional) trolley line in the AC section. For example, in the case of charging a battery of 100 kW, the punter point current is 50 A (= 100000 W / 20000 V).

  Moreover, although it is an alternating current electric vehicle, it can drive also in a direct current section by switching to battery mode. When traveling in the DC section in the battery mode, by opening the vacuum circuit breaker VCB, even if the pantograph rises and contacts the overhead line, the overhead line voltage (DC voltage) is applied to the main transformer. As a result, no DC bias is generated. In addition, since the AC train is designed for high voltage, even if the pantograph rises in the DC section (about 1500 V) and comes into contact with the overhead line, there is no voltage problem.

1A, 1B Power supply system VCB Vacuum circuit breaker 20 Main transformer, 21 Primary winding, 22 Secondary winding, 23 Tertiary winding 30 Main conversion circuit, 31 Main circuit side converter, 32 Inverter 40 Auxiliary machine conversion circuit, 41 Static inverter 51 Tertiary winding side converter 60A, 60B Battery K, Ks Contactor, BHB high speed circuit breaker, L reactor 70 Control unit 2 Pantograph, 3 wheels, 4 Main motor

Claims (5)

An electric vehicle power supply system capable of switching between an overhead line mode that travels based on AC power from an overhead line and a battery mode that travels based on the output power of the battery,
A main converter circuit having a first converter unit and a first inverter unit connected to the secondary winding of the main transformer, and supplying power for driving the main motor;
An auxiliary conversion circuit that is connected to the tertiary winding of the main transformer and supplies electric power to the auxiliary;
A second converter connected to the tertiary winding in parallel with the auxiliary converter circuit and supplying power for charging the battery in the overhead line mode;
A circuit breaker for connecting the DC link portion of the main conversion circuit and the battery;
A control device;
With
The controller is
An overhead wire mode switching means for switching to the overhead wire mode by opening the breaker;
Battery mode switching means for switching to the battery mode by turning on the circuit breaker and operating the second converter unit as an inverter;
Having
Electric vehicle power system. The first converter unit is configured to function as a pure bridge circuit when operation is stopped,
The battery mode switching means further stops the operation of the first converter unit,
In the battery mode, the power generated on the primary side of the second converter unit by the inverter operation is applied to the first converter unit via the main transformer, and the first mode in the battery mode is configured. 2. The electric vehicle power supply system according to claim 1, wherein the secondary side voltage of one converter unit and the output voltage of the battery are designed to be substantially the same. A contactor for connecting the secondary winding and the first converter unit;
The battery mode switching means further stops the operation of the first converter unit and opens the contactor.
The electric vehicle power supply system according to claim 1. The control device, when the electric vehicle is stopped, turns on the circuit breaker, and performs quick charge control means for controlling the first converter unit to supply charging power to the battery based on AC power from the overhead wire Having
The power supply system for electric vehicles as described in any one of Claims 1-3. A main converter circuit having a first converter section and a first inverter section connected to the secondary winding of the main transformer and supplying power for driving the main motor, and connected to the tertiary winding of the main transformer An auxiliary conversion circuit for supplying electric power to the auxiliary machine, a second converter unit connected to the tertiary winding in parallel with the auxiliary conversion circuit, and a converter operation of the second converter unit. In an electric vehicle power supply system comprising a battery configured to be rechargeable with secondary output power, an overhead line mode that travels based on AC power from the overhead line, and a battery that travels based on the output power of the battery A power supply control method for controlling power supply by switching between modes,
Switching to the overhead wire mode by releasing the connection between the DC link portion of the main conversion circuit and the battery;
Connecting the DC link portion of the main converter circuit and the battery, causing the second converter portion to perform an inverter operation, and switching to the battery mode;
A power supply control method including:

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