JP2015208076A - Electric vehicle electric power source system and electric power supply control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make the wiring/hybridization of an electric vehicle capable of traveling an AC section possible.SOLUTION: An electric power source system 1 mounted on an AC electric vehicle includes a main conversion circuit 30 for supplying driving electric power to a main motor 4, a conversion circuit 40 for an auxiliary machine for supplying electric power to the auxiliary machine and a battery 50 connected via a high-speed breaker BHB to a DC link part of the conversion circuit 40 for the auxiliary machine. Therein, the DC link part of the conversion circuit 40 for the auxiliary machine is connected to the input side of a main circuit side converter 31 via contactors Klp, Kln and reactors Lp, Ln. The main conversion circuit 30 has the main circuit side converter 31 and an inverter 32 connected to a secondary winding 22 of a main transformer 20 via contactors Ktp, Ktn and the conversion circuit 40 for the auxiliary machine has an auxiliary machine side converter 41 and a stationary inverter 42 connected to a tertiary winding 23.

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 a 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 of the battery in a non-electrified section (for example, see 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, hybrid diesel locomotives have been developed, but electric locomotives have not been hybridized. 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 enable an overhead wire / hybridization of an electric vehicle capable of traveling in an AC section.

The first form for solving the above problem is
An electric vehicle power supply system (for example, the power supply system 1 in 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 the output power of the battery. ,
A first converter unit (for example, the main circuit side converter 31 in FIG. 1) and the first connected to the secondary winding of the main transformer via the first contactor (for example, the contactors Ktp, Ktn in FIG. 1) and the first A main conversion circuit (for example, the main conversion circuit 30 of FIG. 1) that has an inverter unit (for example, the inverter 32 of FIG. 1) and supplies power for driving the main motor;
A second converter unit (for example, auxiliary machine side converter 41 in FIG. 1) and a second inverter unit (for example, static inverter 42 in FIG. 1) connected to the tertiary winding of the main transformer; An auxiliary conversion circuit (for example, an auxiliary conversion circuit 40 in FIG. 1) that supplies electric power to
A control device (for example, the control unit 60 in FIG. 1);
With
The battery is connected to the DC link portion of the auxiliary device conversion circuit, and has a second contactor (for example, the contactors Klp and Kln in FIG. 1) and a reactor (for example, the reactors Lp and Ln in FIG. 1). Is connected to the input end of the first converter section via
The controller is
An overhead wire mode switching means for switching to the overhead wire mode by turning on the first contactor and opening the second contactor and rectifying the first converter unit;
Battery mode switching for switching to the battery mode by opening the first contactor and inserting the second contactor to connect the reactor to the first converter unit and operating the first converter unit as a chopper. Means,
Having
This is a power system for electric vehicles.

As another form,
A main converter circuit having a first converter unit and a first inverter unit connected to the secondary winding of the main transformer via a first contactor, and supplying power for driving the main motor, and the main transformer Having a second converter unit and a second inverter unit connected to the tertiary winding of the auxiliary unit, and connected to the auxiliary converter circuit for supplying power to the auxiliary machine and the DC link unit of the auxiliary machine converter circuit In addition, in an electric vehicle power supply system including a battery connected to an input end of the first converter unit via a second contactor and a reactor, an overhead line mode that travels based on AC power from the overhead line; A power supply control method for controlling power supply by switching a battery mode that travels based on the output power of the battery, wherein the first contactor is turned on, the second contactor is opened, and the first contactor is opened. 1 converter section The step of switching to the overhead wire mode by performing a rectifying operation, opening the first contactor and inserting the second contactor to connect the reactor to the first converter unit, A power supply control method including a step of switching to the battery mode by performing a chopper operation may be configured.

  According to the first aspect and the like, the main converter circuit for supplying power to the main motor, the auxiliary converter circuit for supplying power to the auxiliary machine, and the DC link portion of the auxiliary converter circuit are connected. And a battery connected to the input end of the first converter via the second contactor and the reactor, and traveling based on the power supplied from the overhead line and the output power of the battery An electric vehicle power supply system capable of switching between battery modes is realized.

  That is, in the overhead line mode, the first contactor is turned on and the second contactor is opened, whereby the secondary winding of the main transformer is connected to the first converter unit. Thus, AC power from the overhead wire is supplied to the main motor through the main conversion circuit and is also supplied to the auxiliary machine through the auxiliary conversion circuit. In the battery mode, the battery is connected to the input end of the first converter unit by opening the first contactor and turning on the second contactor. As a result, DC power from the battery is supplied to the main motor via the main conversion circuit, and is also supplied to the auxiliary machine via the second inverter unit.

Further, as a second form, the electric vehicle power supply system of the first form,
The battery is connected to the DC link part via a circuit breaker (for example, the high speed circuit breaker BHB in FIG. 1),
The overhead line mode switching means includes
Regardless of the open / closed state of the circuit breaker, the second converter unit is operated to output a voltage corresponding to the rated voltage of the battery.
An electric vehicle power supply system may be configured.

  According to the second mode, the battery is connected to the DC link portion of the auxiliary converter circuit via the circuit breaker. In the overhead line mode, the battery of the first converter portion is connected regardless of the open / closed state of the circuit breaker. Operates so that the output voltage is equivalent to the rated voltage of the battery. Thus, in the overhead line mode, when the circuit breaker is in the closed state, the battery is connected to the DC link unit, the battery can be charged with the power supplied from the overhead line, and the output power of the battery is reduced. It becomes possible to supply to 2 inverter parts.

Further, as a third form, the electric vehicle power supply system of the first or second form,
The control device has charging control means for causing the second converter unit to supply charging power to the battery in addition to the operating power of the auxiliary machine when the electric vehicle stops.
An electric vehicle power supply system may be configured.

  According to the third embodiment, when the electric vehicle is stopped, the second converter unit can charge the battery based on the power supplied from the overhead line.

The block diagram of a power supply system. The circuit block diagram of the main circuit side converter. 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. Explanatory drawing of the electric power supply operation | movement at the time of battery charge. 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 battery charge.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following, a circuit configuration of a train to which the present invention is applied will be described, but the present invention can also be applied to an LRV and a locomotive. That is, the applicable embodiment of the present invention is not limited to the following. In order to facilitate understanding, an example of the voltage will be described. However, it is needless to say that embodiments to which the present invention is applicable are not limited to the voltage described below.

[Constitution]
FIG. 1 is a circuit configuration diagram of a power supply system 1 of the present embodiment. According to FIG. 1, the power supply system 1 is mounted on an AC electric vehicle, and includes a pantograph 2, a vacuum circuit breaker VCB, a main transformer 20, a main conversion circuit 30, an auxiliary conversion circuit 40, and a battery 50. And a high-speed circuit breaker BHB, contactors Ktp, Ktn, Klp, Kln, Kp, Kn, reactors L, Lp, Ln, and a controller 60.

  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. The main transformer 20 generates a single-phase AC voltage of “1000 V” in the secondary winding 22 when a single-phase AC voltage of “single-phase 20000 V” that is an overhead wire voltage is applied to the primary winding 21. The winding ratios of the primary winding 21, the secondary winding 22, and the tertiary winding 23 are configured so that a single-phase AC voltage of “440 V” is generated in the tertiary winding 23.

  The main conversion circuit 30 is a power supply system for driving the main motor 4, and includes a main circuit side converter 31 and an inverter 32.

  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 contactors Ktp and Ktn, and the output end (secondary side) is the input end of the inverter 32. (Primary side) is connected. The main circuit side converter 31 functions as a phase-synchronized PWM converter (rectifying operation) that converts an AC voltage (single-phase 1000 V) input to the input terminal into a DC voltage (1800 V), and the reactors Lp and Ln By connecting to the input terminal, it also functions as a PWM chopper (chopper operation) that boosts the DC voltage of “750 V” input to the input terminal to “1800 V”.

  This will be described in detail. FIG. 2A is a circuit configuration diagram of the main circuit side converter 31. As shown in FIG. 2A, the main circuit side converter 31 is a full-bridge type converter having four switching elements and four diodes connected in antiparallel to each of the switching elements. The output voltage is controlled by controlling the ratio (duty ratio) of the on / off period.

  When the contactors Ktp and Ktn are turned on and the contactors Klp and Kln are opened, the AC voltage generated in the secondary winding 22 of the main transformer 20 is connected to the input terminal of the main circuit side converter 31. (1000V) is input. In this case, the main circuit side converter 31 functions as a converter and performs a converter operation (rectifying operation) for converting alternating current into direct current.

  Further, when the contactors Ktp and Ktn are opened and the contactors Klp and Kln are turned on, the reactors Lp and Ln are connected to the input terminal of the main circuit side converter 31 and the DC power ( 750V) is input. In this case, as shown in FIG. 2B, the main circuit side converter 31 functions as a step-up chopper by connecting the reactors Lp and Ln, and a DC voltage of “750 V” input to the input terminal is “ A chopper operation (step-up operation) for boosting to “1800 V” is performed.

  Returning to FIG. 1, the input end (primary side) of the inverter 32 is connected to the output end 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 (1800 V) input to the input terminal into three-phase AC power and supplies drive power to the main motor 4.

  The main motor 4 is a main motor that rotates the axle when power is supplied from the inverter 32, and is configured by, for example, a three-phase induction motor. In FIG. 1, the 1C4M system in which four inverters are driven by one inverter is shown as an example, but it is needless to say that other systems such as the 1C1M system may be used.

  The auxiliary conversion circuit 40 is a power supply system for driving auxiliary equipment (auxiliary equipment) such as an air conditioner and a lighting device, and has an auxiliary converter 41 and a static inverter (SIV) 42. doing.

  The input end of the auxiliary machine side converter 41 is connected to the tertiary winding 23 of the main transformer 20, and the output end is connected to the input end of the static inverter 42. The auxiliary machine side converter 41 functions as a phase-synchronized PWM converter that converts an AC voltage (single phase 440 V) input to the input terminal into a DC voltage (750 V) equivalent to the rated voltage of the battery 50.

  The input terminal (primary side) of the static inverter 42 is connected to the output terminal of the auxiliary machine side converter 41, and the output terminal is connected to the auxiliary machine. The static inverter 42 converts the DC voltage (750 V) input to the input terminal into three-phase AC power (three-phase 440 V) and supplies it to the auxiliary machine.

  The battery 50 is a battery module in which a plurality of battery cells such as lithium ion batteries are connected, for example, and has a rated voltage of “750 V”. This battery 50 is connected to the DC link part (between the auxiliary machine side converter 41 and the stationary inverter 42) of the auxiliary machine conversion circuit 40 via the high speed circuit breaker BHB, the reactor L and the contactor Kp. Yes. Further, the DC link portion of the auxiliary conversion circuit 40 is connected to the input terminal of the main circuit side converter 31 via the contactors Klp and Kln and the reactors Lp and Ln. The contactors Kp and Kn are for maintenance and are always turned on in the present embodiment. Therefore, there is no problem even if they are not provided in principle.

  The control unit 60 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 60 controls a travel mode described later. Specifically, each operation of the main circuit side converter 31, the inverter 32, the auxiliary machine side converter 41, and the static inverter 42 is controlled, and the vacuum circuit breaker VCB, the high speed circuit breaker BHB, the contactors Ktp, Ktn, Klp. , Kln, and the pantograph 2 are controlled to rise / fall.

[Driving mode]
A travel mode in the power supply system 1 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 AC power (single-phase 20000 V) supplied from the overhead line.

  FIG. 3 is a diagram illustrating a power supply operation of the power supply system 1 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 contactors Ktp and Ktn are turned on, the contactors Klp and Kln are opened, and the high-speed circuit breaker BHB is opened. The main circuit side converter 31 and the auxiliary machine side converter 41 are both controlled to perform a converter operation (rectification 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. At the same time, 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 is converted into a DC voltage (1800 V) by the main circuit side converter 31, further converted into a three phase AC voltage by the inverter 32, and supplied to the main motor 4. The The AC voltage (single-phase 400V) generated in the tertiary winding 23 is converted into a DC voltage (750V) by the auxiliary converter 41, and further converted into a three-phase AC voltage by the static inverter 42 to the auxiliary machine. Supplied.

(B) Battery Mode The battery mode is a mode in which the main motor 4 is driven by the stored electric power (DC 750 V) of the battery 50 to travel.

  FIG. 4 is a diagram illustrating a power supply operation of the power supply system 1 in the battery mode. In the battery mode, the pantograph 2 is lowered and the vacuum circuit breaker VCB is opened. The contactors Ktp and Ktn are opened, the contactors Klp and Kln are turned on, and the high-speed circuit breaker BHB is turned on. The main circuit side converter 31 is controlled to perform a chopper operation, and the auxiliary machine side converter 41 stops operating.

  Looking at the flow of electricity, the discharge voltage (DC 750 V) of the battery 50 is converted into a three-phase AC voltage by the static inverter 42 and supplied to the auxiliary machine, and the DC voltage is increased by the chopper operation of the main circuit side converter 31. Converted to (1800 V), further converted into a three-phase AC voltage by the inverter 32, and supplied to the main motor 4.

(C) Battery Charging Next, the case where the battery 50 is charged with the power supplied from the overhead wire will be described. This charging is performed, for example, while the vehicle is stopped at a predetermined charging station (chargeable station).

  FIG. 5 is a diagram illustrating a power supply operation of the power supply system 1 during charging. At the time of charging, the inverter 32 is stopped. In addition, the pantograph 2 is raised to contact the overhead line, and the vacuum circuit breaker VCB is turned on. The contactors Ktp and Ktn are opened, the contactors Klp and Kln are turned on, and the high-speed circuit breaker BHB is turned on. The main circuit side converter 31 is controlled so as to stop its operation, and the auxiliary machine side converter 41 is controlled to operate as a converter.

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

  The AC voltage (single phase 440V) generated in the tertiary winding 23 is boosted to a DC voltage (750V) corresponding to the rated voltage of the battery 50 by the auxiliary converter 41, and the battery 50 is charged. At this time, the output current of the auxiliary converter 41 (that is, the charging current of the battery 50) is controlled according to a given charging current instruction by the modulation rate control. The DC power output from the auxiliary machine side converter 41 is also supplied to the static inverter 42, converted into three-phase AC power, and supplied to the auxiliary machine. That is, auxiliary machine side converter 41 supplies charging power to battery 50 in addition to the operating power of the auxiliary machine.

[Switch driving mode]
Next, a control procedure when switching between these travel modes will be described. This control is performed by the control unit 60.

(A) Activation in overhead line mode FIG. 6 shows a control procedure when activation is performed in the overhead line mode. However, since the vehicle is stopped, the pantograph 2 is lowered and the vacuum circuit breaker VCB is opened. The high speed circuit breaker BHB is open. The main circuit side converter 31, the inverter 32, the auxiliary machine side converter 41, and the static inverter 42 all stop operating.

  First, after opening the contactors Klp and Kln (Step A1), the contactors Ktp and Ktn are turned on (Step A3). Next, after raising the pantograph 2 (step A5), the vacuum circuit breaker VCB is turned on (step A7). Then, the auxiliary device side converter 41 is operated by the converter so that the output voltage becomes “750 V” by the modulation rate control (step A9). Further, the main circuit side converter 31 is caused to perform a converter operation (rectification operation) so that the output voltage becomes “1800 V” by the modulation rate control (step A11). Thereafter, the inverter 32 is activated (step A13). Activation in the overhead line mode is performed in this way.

(B) Switching from Overhead Line Mode to Battery Mode FIG. 7 is a control procedure when switching from the overhead line mode to the battery mode. First, the inverter 32 is stopped (step B1). Next, the high-speed circuit breaker BHB is turned on (step B3). Subsequently, the main circuit side converter 31 is stopped (step B5), and the auxiliary machine side converter 41 is stopped (step B7). Then, after opening the vacuum circuit breaker VCB (step B9), the pantograph 2 is lowered (step B11). Next, after opening the contactors Ktp and Ktn (step B13), the contactors Klp and Kln are inserted (step B15). Subsequently, the chopper operation is performed on the main circuit side converter 31 so that the output voltage becomes “1800 V” by the conduction rate control (step B17). Thereafter, the inverter 32 is started (restarted) (step B19). Switching from the overhead line mode to the battery mode is performed in this way.

(C) Switching from Battery Mode to Overhead Line Mode FIG. 8 is a control procedure when switching from the battery mode to the overhead line mode. First, the inverter 32 is stopped (step C1). Next, the main circuit side converter 31 is stopped (step C3). Subsequently, after the contactors Klp and Kln are opened (step C5), the contactors Ktp and Ktn are inserted (step C7). Further, the pantograph 2 is raised (step C9), and the vacuum circuit breaker VCB is turned on (step C11).

  Then, the auxiliary side converter is caused to perform the converter operation so that the output voltage becomes “750 V” by the modulation rate control (step C13). Further, the converter operation is performed on the main circuit side converter 31 so that the output voltage becomes “1800 V” by the modulation rate control (step C15). Then, after opening the high-speed circuit breaker BHB (step C17), the inverter 32 is started (restarted) (step C19). Switching from the battery mode to the overhead line mode is performed in this way.

(D) Startup in Battery Mode FIG. 9 is a control procedure when starting in the battery mode. However, since the vehicle is stopped, the pantograph 2 is lowered and the vacuum circuit breaker VCB is opened. The high speed circuit breaker BHB is open. The main circuit side converter 31, the inverter 32, the auxiliary machine side converter 41, and the stationary inverter 42 all stop operating.

  First, after opening the contactors Ktp and Ktn (step D1), the contactors Klp and Kln are inserted (step D3). Next, the high-speed circuit breaker BHB is turned on (step D5). Then, the static inverter 42 is activated (step D7), and the inverter 32 is activated (step D9). Activation in the battery mode is performed in this way.

(E) Battery Charging FIG. 10 is a control procedure when charging the battery 50. However, it is assumed that the immediately preceding travel mode is the battery mode. That is, the pantograph 2 is lowered and the vacuum circuit breaker VCB is opened. The contactors Ktp and Ktn are opened, the contactors Klp and Kln are turned on, and the high-speed circuit breaker BHB is turned on. The main circuit side converter 31 is controlled to perform a chopper operation, and the auxiliary machine side converter 41 stops operating.

  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 auxiliary machine side converter 41 is operated as a converter so that the output voltage becomes “750 V” (step E7). And the auxiliary machine side converter 41 is controlled to become an output current (charging current) according to a given charging current command, and the battery 50 is charged (step E9).

  When the charging of the battery 50 is completed (step E11), the auxiliary equipment side converter 41 is stopped (step E13). Then, after opening the vacuum circuit breaker VCB (step E15), the pantograph 2 is lowered (step E17). Thereafter, the inverter 32 is started (restarted) (step E19). The battery 50 is charged in this way.

[Function and effect]
As described above, the power supply system 1 according to the present embodiment includes the main conversion circuit 30 that supplies driving power to the main motor 4 and the conversion circuit 40 for auxiliary machinery that supplies power to the auxiliary machinery. Further, the battery 50 is connected to the DC link portion of the auxiliary conversion circuit 40 via the high-speed circuit breaker BHB, and the DC link portion of the auxiliary conversion circuit 40 includes the contactors Klp and Kln and the reactor Lp, It is connected to the input terminal of the main circuit side converter 31 via Ln.

  Accordingly, 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 stored power (DC power) stored in the battery 50 is switched. It becomes possible to realize an overhead wire / battery hybrid of an electric vehicle traveling in an AC section.

  Thereby, 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, for example, when a power failure occurs in the overhead line.

  In the AC section, the overhead line voltage is as high as “about 20000 V to 25000 V”, but the current flowing through the punter point when the battery is rapidly charged can be as small as several tens of amperes. If the battery is to be rapidly charged in the DC section where the overhead line voltage is "about 1500 V", it is necessary to use a special overhead line corresponding to a large current, 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 direct current section in the battery mode, by opening the vacuum circuit breaker VCB, even if the pantograph 2 rises and contacts the overhead line, the overhead line voltage is not applied to the main transformer 20. DC bias is not generated. In addition, since the AC electric vehicle is designed for high voltage, even if the pantograph 2 rises and comes into contact with the overhead line in the DC section (about 1500 V), no voltage problem occurs.

[Modification]
(A) Intermediate circuit voltage In the above-described embodiment, the voltage (intermediate circuit voltage) of the DC link portion (between the main circuit side converter 31 and the inverter 32) of the main conversion circuit 30 is set to "1800 V". Other voltages may be used as long as they are within the voltage range that can be output by the main circuit side converter 31. For example, in a pure resistance load operation when the main circuit side converter 31 is regarded as a single-phase full-wave rectifier circuit, a voltage 0.9 (= 2√2 / π) times the input voltage is output. The voltage of the DC link portion of the circuit 30 may be a voltage of “900 V” or more that is 0.9 times “1000 V” generated in the secondary winding 22 of the main transformer 20.

  The same applies to the voltage (intermediate circuit voltage) of the DC link portion (between the auxiliary machine side converter 41 and the static inverter 42) of the auxiliary machine conversion circuit 40. In other words, it may be a voltage of “396 V” or higher, which is 0.9 times “440 V” generated in the tertiary winding 23 of the main transformer 20. In this case, the rated voltage of the battery 50 may be equal to the intermediate circuit voltage of the auxiliary machine conversion circuit 40.

(B) High speed circuit breaker BHB
Further, in the overhead line mode, the high-speed circuit breaker BHB may be inserted. In this case, the discharge power of the battery 50 can be supplied to the auxiliary machine via the static inverter 42, or the battery 50 can be charged by the output power (supplied power from the overhead line) of the auxiliary machine side converter 41. .

1 Power 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 Conversion Circuit for Auxiliary Equipment, 41 Auxiliary Equipment Side converter, 42 Static inverter (SIV)
50 battery, 60 controller BHB high speed circuit breaker Ktp, Ktn, Klp, Kln, Kp, Kn contactor L, Lp, Ln reactor 2 pantograph, 3 wheels, 4 main motor

Claims (4)

An electric vehicle power supply system capable of switching between an overhead line mode of traveling based on AC power from an overhead line and a battery mode of traveling based on output power of the battery,
A main converter circuit that has a first converter unit and a first inverter unit connected to the secondary winding of the main transformer via the first contactor, and supplies power for driving the main motor;
A conversion circuit for auxiliary equipment that has a second converter section and a second inverter section connected to the tertiary winding of the main transformer, and supplies power to the auxiliary equipment,
A control device;
With
The battery is connected to a DC link portion of the auxiliary converter conversion circuit, and is connected to an input end of the first converter portion via a second contactor and a reactor,
The controller is
An overhead wire mode switching means for switching to the overhead wire mode by turning on the first contactor and opening the second contactor and rectifying the first converter unit;
Battery mode switching for switching to the battery mode by opening the first contactor and inserting the second contactor to connect the reactor to the first converter unit and operating the first converter unit as a chopper. Means,
Having
Electric vehicle power system. The battery is connected to the DC link part through a circuit breaker,
The overhead line mode switching means includes
Regardless of the open / closed state of the circuit breaker, the second converter unit is operated to output a voltage corresponding to the rated voltage of the battery.
The electric vehicle power supply system according to claim 1. The control device has charging control means for causing the second converter unit to supply charging power to the battery in addition to the operating power of the auxiliary machine when the electric vehicle stops.
The power supply system for electric vehicles according to claim 1 or 2.   A main converter circuit having a first converter unit and a first inverter unit connected to the secondary winding of the main transformer via a first contactor, and supplying power for driving the main motor, and the main transformer Having a second converter unit and a second inverter unit connected to the tertiary winding of the auxiliary unit, and connected to the auxiliary converter circuit for supplying power to the auxiliary machine and the DC link unit of the auxiliary machine converter circuit In addition, in an electric vehicle power supply system including a battery connected to an input end of the first converter unit via a second contactor and a reactor, an overhead line mode that travels based on AC power from the overhead line; A power supply control method for controlling power supply by switching a battery mode that travels based on the output power of the battery, wherein the first contactor is turned on, the second contactor is opened, and the first contactor is opened. 1 converter section The step of switching to the overhead wire mode by performing a rectifying operation, opening the first contactor and inserting the second contactor to connect the reactor to the first converter unit, A power supply control method including a step of switching to the battery mode by operating a chopper.

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