JP4588437B2 - Railway vehicle drive system - Google Patents

Description

  The present invention relates to a railway vehicle drive device, and in particular, is provided with power generation means and power storage means, and adjusts the difference between the power obtained by the power generation means and its consumption by the action of the power storage means. In addition, the present invention relates to a control technology for a hybrid type diesel car that enables stable power supply to service equipment.

  In an electric vehicle, electric power necessary for driving the vehicle is supplied from an external power supply facility such as an overhead line, an in-vehicle power generation facility, or a power storage facility. In addition to these driving powers, electric vehicles require power for operating service equipment for passengers such as lighting, air conditioning, and information equipment. As a power source required to drive an electric vehicle, DC 1500V, 750V or AC 2000V, 2500V (single phase 50Hz or 60Hz) is common, but as a power source for operating service equipment In general, the power source is a commercial power source with an alternating current of 100 V or 200 V (single phase or three phase 60 Hz). Therefore, it is necessary to provide a device for exchanging with a commercial power source based on a power source for driving the electric vehicle.

  On the other hand, as one of the electric vehicles, there is a hybrid type diesel car that has power generation equipment such as a generator with an engine, power storage equipment such as a secondary battery, and obtains power for driving the vehicle based on the power supplied by these. It has been proposed (see Non-Patent Document 1, for example).

  In such a hybrid system, it is important to aim to reduce the introduction cost and maintenance cost by sharing the conventional train and equipment as much as possible. It is considered that a method of converting the driving power of the direct current portion to 200 VAC (3-phase 60 Hz) by a stationary inverter device of the same type as a recent train is generally considered.

FIG. 6 shows a device configuration of a conventional hybrid type diesel car. The engine 1 drives an induction generator 2, and the induction generator 2 generates three-phase AC power. The converter device 3 converts the three-phase AC power generated by the induction generator 2 into DC power. The inverter device 4 converts the DC power converted by the converter device 3 into three-phase AC power having a voltage and a frequency necessary for driving the induction motor 5. The output of the induction motor 5 is transmitted to the wheel shaft 7 after the reduction gear 6 generates a driving force necessary for decelerating the vehicle. The power storage device 8 is connected to a DC power unit between the converter device 3 and the inverter device 4, and the power strip device 8 performs charging / discharging as necessary. Further, the static inverter device 9 is connected to a DC power unit between the converter device 3 and the inverter device 4 and converts AC power according to the voltage and AC frequency required by the service device 10.
Hitachi Review Vol.85 No.8 (August 2003) p549-p552, Hybrid Power System

  In conventional pneumatic vehicles, electric power for service equipment is generated by driving the alternator with the engine drive shaft at a constant rotation by a transmission. Although it is possible to share equipment with a train in a hybrid type diesel-powered vehicle, it is not necessarily said that the installation of a new static inverter device will reduce the maintenance cost.

  It is an object of the present invention to provide a railway vehicle drive device capable of supplying power for service equipment without newly installing a stationary inverter device in a hybrid type electric vehicle equipped with power generation means and power storage means. Objective.

Power generation means, constantly generates power that meets the frequency specification of the service equipment, the changeable power amount by the load for the service device, by additionally slave controls converter device operating frequency frequency specification of the service equipment as the target value, engine The power storage means can be charged and discharged according to the excess or deficiency of the generated power, and stable power for service equipment is secured.

That is, the present invention provides apparatus for driving a hybrid type railcars (railcar), is the first power source for driving the first power conversion means for driving the electric motor, the first power conversion means Charging and discharging the second power conversion means for generating DC power, the power generation means for generating AC power by driving the engine, and the DC power as the second power source for driving the first power conversion means a power storage means having a function of a predetermined number of poles, voltage, the service device operated by AC power having a frequency and a third power conversion means for supplying power, AC power the power generating means is allowed to occur, The second power conversion means supplies the AC power to the third power conversion means after controlling the frequency of the supplied AC power according to the frequency specification of the service device. supply It was.

The present invention also provides a driving apparatus for a hybrid railcars (railcar), it is at a first power source for driving a plurality of the first power conversion means for driving the electric motor, respectively the first power conversion means A plurality of second power conversion means for generating DC power; a plurality of power generation means for generating AC power by driving the engine; and a second power source for driving the plurality of first power conversion means. Power storage means having a function of charging and discharging DC power, and third power conversion means for supplying power to service equipment, and supply of power to the plurality of second power conversion means is performed by the engine. is the supply by the plurality of power generating means for generating an AC power by the drive, the power supply to the third power conversion means, the plurality of power generating means for generating an AC power by driving the engine Meanwhile I Ri is supplied to, and the frequency specification of the service device to follow control the operating frequency of the plurality of pre-serial second power conversion means as a target value.

  By adopting the above-described configuration, the present invention is a hybrid system driving apparatus equipped with a power generation means and a power storage means, and a power supply for service equipment is provided using a transformer without newly installing a static inverter device. Can be supplied.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing a basic configuration of an embodiment of a drive device for a hybrid pneumatic vehicle (railway vehicle) according to the present invention. The drive device of the hybrid type diesel car (railway vehicle) according to the present invention includes an engine 1, a three-phase induction generator 2, a converter device 3, an inverter device 4, an induction motor 5, a speed reducer 6, and a wheel shaft 7. And a power storage device 8, a service device 10, and a transformer device 11.

  In the railway vehicle drive device, the three-phase induction generator 2 generates three-phase AC power by driving the three-phase induction generator 2 with the shaft output of the engine 1. Here, regarding the three-phase induction generator 2, the number of phases of the generator is not particularly limited.

  Converter device 3 converts three-phase AC power generated by three-phase induction generator 2 into DC power. The inverter device 4 replaces the DC power converted by the converter device 3 with three-phase AC power having a voltage and a frequency necessary for driving the three-phase induction motor 5. The shaft output of the three-phase induction motor 5 is transmitted to the wheel shaft 7 after the reduction gear 6 generates a driving force necessary for acceleration / deceleration of the vehicle. Here, regarding the three-phase induction motor 5, the type of motor or the number of phases is not particularly limited, and it is possible to similarly configure the apparatus by using a three-phase synchronous motor or the like.

  The power storage device 8 is connected to a DC power unit between the converter device 3 and the inverter device 4 and performs charging / discharging as necessary. The power storage device 8 is assumed to be a secondary battery, a capacitor, a flywheel power storage device, or the like having a function that enables charging and discharging.

  The input side of the transformer device 11 is connected to a three-phase AC power unit between the three-phase induction generator 2 and the converter device 3, and the output of the transformer device 11 supplies necessary power to the service device 10. Both the input side and the output side of the transformer 11 are three-phase AC power. If the transformation ratio of the transformer 11 is N, the effective voltage on the output side is transformed to N · V0 with respect to the effective voltage V0 of the input terminal. To do.

  In this device configuration, the control method described below is realized. First, the engine 1 has a characteristic having a balance point between the shaft rotation frequency and the shaft output of the engine 1 so that the output P01 can be output at the shaft rotation frequency of the three-phase induction generator 2 corresponding to the specification frequency of the service device 10. Is realized. When the shaft rotational frequency of the engine 1 decreases at the balance point between the shaft rotational frequency and the shaft output of the engine 1 described above, the shaft output of the engine 1 increases, and when the shaft rotational frequency of the engine 1 increases, the engine 1 The shaft output is reduced. Control for realizing the engine characteristics is performed by a system control device (not shown).

Here, the shaft rotation frequency of the engine 1 and the shaft rotation frequency of the three-phase induction generator 2 are the same, but the shaft rotation frequency of the three-phase induction generator 2 and the operating frequency of the converter device 3 are not necessarily the same. The shaft rotation frequency of the engine 1 or the three-phase induction generator 2 and the operating frequency of the converter device 3 depending on the number of pole pairs of the three-phase induction generator 2 and the slip frequency that varies depending on the specifications and control state of the three-phase induction generator 2. This relationship can be described by the following equation (1).

  Hereinafter, in order to simplify the description in FIG. 1, a case where the number of pole pairs of the three-phase induction generator 2 in the equation (1) is 1 will be described as an example. The number of pole pairs of the machine 2 is not limited.

  On the other hand, the converter device 3 performs constant frequency control so that the operating frequency of the converter device 3 follows the specification frequency of the service device 10 as a target. That is, when the shaft rotation frequency of the three-phase induction generator 2 and the operating frequency of the converter device 3 are the same, that is, when the slip frequency of the three-phase induction generator 2 is zero, the generated power of the converter device 3 is zero.

When the shaft rotation frequency of the three-phase induction generator 2 is higher than the operating frequency of the converter device 3, that is, when the slip frequency of the three-phase induction generator 2 is negative, the converter device 3 causes the three-phase induction generator 2 to Since the braking operation is performed and the load of the three-phase induction generator 2 is increased as seen from the shaft output of the engine 1, the shaft rotation frequency of the three-phase induction generator 2 is decreased, and the operation frequency of the converter device 3 and the three-phase induction generator are again The two are balanced at the point where the shaft rotation frequencies coincide, that is, the point at which the slip frequency of the three-phase induction generator 2 becomes zero.

Conversely, when the shaft rotation frequency of the three-phase induction generator 2 is smaller than the operating frequency of the converter device 3, that is, when the slip frequency of the three-phase induction generator 2 is a positive value, the converter device 3 performs the three-phase induction power generation. Since the load of the three-phase induction generator 2 is reduced when viewed from the shaft output of the engine 1, the rotational speed of the three-phase induction generator 2 increases, and the operating frequency of the converter device 3 and the three-phase again The balance is achieved at the point where the shaft rotation frequencies of the induction generator 2 coincide with each other, that is, at the point where the slip frequency of the three-phase induction generator 2 becomes zero. The electric power of the converter device 3 (the driving power of the three-phase induction generator 2) required at this time is supplied from the power storage device 8 by discharge or by regenerative power of the inverter device 4.

This stabilization control by increasing / decreasing the slip frequency of the three-phase induction generator 2 is a function originally provided as a characteristic of the three-phase induction generator 2, and the operation of the converter device 3 described above with the specification frequency of the service device 10 as a target value. by combination with constant frequency control causes additionally follow the frequency, to allow more to follow the changes in a wide range of control-amount control response of realization.

The electric power of converter device 3 generated at this time (the electric power generated by three-phase induction generator 2) is charged in power storage device 8 or consumed as drive power for inverter device 4.

  When the power supplied to the service device 10 is excessive with respect to the generated power of the engine 1 due to the operation of each device as described above, the excess is accumulated by charging the power storage device 8, and conversely the engine When the supply power to the service device 10 is insufficient with respect to the generated power of 1, stable power can be supplied to the service device 10 by supplying the shortage by discharging the power storage device 8.

With reference to FIG. 2, to explain the flow of control signals in the drive apparatus for a hybrid railcars according to an embodiment of the present invention (railcar). The drive device of the hybrid type diesel car (railway vehicle) according to the present invention includes an engine 1, a three-phase induction generator 2, a converter device 3, an inverter device 4, an induction motor 5, a speed reducer 6, and a wheel shaft 7. Power storage device 8, service device 10, transformer device 11, a plurality of AC current detectors 12a-12c, 12d-12f, DC current detectors 13a, 13b, rotational speed detection devices 14a, 14b, A DC voltage detector 15 and a system control device 16 are included.

  By driving the three-phase induction generator 2 by the shaft output of the engine 1, the three-phase induction generator 2 generates three-phase AC power. Here, regarding the three-phase induction generator 2, the number of phases of the generator is not particularly limited.

  Converter device 3 converts three-phase AC power generated by three-phase induction generator 2 into DC power. The inverter device 4 converts the DC power converted by the converter device 3 into three-phase AC power having a voltage and frequency necessary for driving the three-phase induction motor 5. The shaft output of the three-phase induction motor 5 is transmitted to the wheel shaft 7 after the reduction gear 6 generates a driving force necessary for acceleration / deceleration of the vehicle. Here, the three-phase induction motor 5 is not particularly limited in the type or the number of phases of the motor, and the apparatus can be similarly configured by using a three-phase synchronous motor or the like.

  The power storage device 8 is connected to a DC power unit between the converter device 3 and the inverter device 4, and performs charging / discharging as necessary. The power storage device 8 is assumed to be a secondary battery, a capacitor, a flywheel power storage device, or the like having a function that enables charging and discharging. The power storage device 8 has a function of outputting battery internal information Jb such as a storage amount, an input / output current, and a terminal voltage to the system control device 16.

  The input side of the transformer device 11 is connected to a three-phase AC power unit between the three-phase induction generator 2 and the converter device 3, and the output of the transformer device 11 supplies necessary power to the service device 10. Both the input side and the output side of the transformer 11 are three-phase AC power. If the conversion ratio of the transformer 11 is N, the effective voltage on the output side is transformed to N · V0 with respect to the effective voltage V0 of the input terminal. To do.

  The AC current detectors 12a, 12b, and 12c are installed on the three-phase AC power lines between the three-phase induction generator 2 and the converter device 3 on the side closer to the converter device 3 than the connection point with the transformer device 11, respectively. Thus, the AC current values Iug, Ivg, and Iwg input / output to / from the converter device 3 are detected and input to the system control device 16. The AC current detectors 12d, 12e, and 12f are respectively installed on the three-phase AC power line between the three-phase induction motor 5 and the inverter device 4, and detect AC current values Ium, Ivm, and Iwm that are input to and output from the inverter device 4. To the system controller 16.

The DC current detector 13 a is installed on a power line closer to the converter device 3 than the connection point of the power storage device 8 in the DC power unit between the converter device 3 and the inverter device 4, and is input to and output from the converter device 3. The DC current value Isg to be detected is detected and input to the system controller 16. The DC current detector 13 b is installed in a power line closer to the inverter device 4 than the connection point of the power storage device 8 in the DC power unit between the converter device 3 and the inverter device 4, and is input to and output from the inverter device 4. The DC current value Ism to be detected is detected and input to the system controller 16.

  The DC voltage detector 15 is installed between the ground line and the power line of the DC power unit between the converter device 3 and the inverter device 4 and detects the voltage value Es of the DC power unit of the converter device 3 and the inverter device 4. To the system controller 16.

  The rotational speed detection device 14 a detects the shaft rotational speed Frg of the three-phase induction generator 2 and inputs it to the system control 16. The rotation speed detection device 14 b detects the shaft rotation speed Frm of the three-phase induction motor 5 and inputs it to the system control 16.

Furthermore, the system control device 16 also includes the above-described AC current values Iug, Ivg, Iwg, Ium, Ivm, Iwm, DC current values Isg, Ism, DC voltage value Es, shaft rotation speed Frg, Frm, and battery internal information Jb. DOO to have control command Neng to the engine 1, the voltage command V p g a converter unit 3, and outputs a voltage command V p m to the inverter 4, a function of overall control system.

  In this device configuration, the control method described below is realized. First, the engine 1 has a balance point between the shaft rotation frequency and the shaft output of the engine 1 so that the output P01 can be output at the shaft rotation frequency of the three-phase induction generator 2 corresponding to the specification frequency of the service device 10. Realize the characteristics. When the shaft rotational frequency of the engine 1 decreases at the balance point between the shaft rotational frequency and the shaft output of the engine 1 described above, the shaft output of the engine 1 increases, and when the shaft rotational frequency of the engine 1 increases, the engine 1 The shaft output is reduced. Control for realizing the engine characteristics is performed by the system controller 16.

Here, the shaft rotation frequency of the engine 1 and the shaft rotation frequency of the three-phase induction generator 2 are the same, but the shaft rotation frequency of the three-phase induction generator 2 and the operating frequency of the converter device 3 are not necessarily the same. The shaft rotation frequency of the engine 1 or the three-phase induction generator 2 and the operating frequency of the converter device 3 depending on the number of pole pairs of the three-phase induction generator 2 and the slip frequency that varies depending on the specifications and control state of the three-phase induction generator 2. This relationship can be described by (1) above.

  Hereinafter, in order to simplify the description in FIG. 2, the case where the number of pole pairs of the three-phase induction generator 2 in the equation (1) is 1 will be described as an example. The number of pole pairs of the machine 2 is not limited.

  On the other hand, the converter device 3 performs constant frequency control so that the operating frequency of the converter device 3 follows the specification frequency of the service device 10 as a target value. That is, when the shaft rotation frequency of the three-phase induction generator 2 and the operating frequency of the converter device 3 are the same, that is, when the slip frequency of the three-phase induction generator 2 is zero, the generated power of the converter device 3 is zero.

When the shaft rotation frequency of the three-phase induction generator 2 is higher than the operating frequency of the converter device 3, that is, when the slip frequency of the three-phase induction generator 2 is negative, the converter device 3 causes the three-phase induction generator 2 to Since the braking operation is performed and the load of the three-phase induction generator 2 is increased as seen from the shaft output of the engine 1, the shaft rotation frequency of the three-phase induction generator 2 is decreased, and the operation frequency of the converter device 3 and the three-phase induction generator are again The two are balanced at the point where the shaft rotation frequencies coincide, that is, the point at which the slip frequency of the three-phase induction generator 2 becomes zero.

The control that is stabilized by the slip frequency of the three-phase induction generator 2 is a function that is inherently provided as a characteristic of the three-phase induction generator 2, and the operating frequency of the converter device 3 described above is set to the target frequency of the specification frequency of the service device 10. In combination with the constant frequency control that follows, it is possible to realize control responsiveness that can follow a wider range of control amount changes.

The electric power of the converter device 3 (generated electric power of the three-phase induction generator 2) generated at this time is charged in the power storage device 8 or consumed as driving power for the inverter device 4.

Conversely, when the shaft rotation frequency of the three-phase induction generator 2 is smaller than the operating frequency of the converter device 3, that is, when the slip frequency of the three-phase induction generator 2 is a positive value, the converter device 3 performs the three-phase induction power generation. Since the load of the three-phase induction generator 2 is reduced when viewed from the shaft output of the engine 1, the shaft rotation speed of the three-phase induction generator 2 increases, and the operating frequency of the converter device 3 The balance is achieved at the point where the shaft rotation frequencies of the phase induction generator 2 coincide, that is, the slip frequency of the three-phase induction generator 2 becomes zero. The drive power of the converter device 3 (three-phase induction generator 2) required at this time is supplied from the power storage device 8 by discharge or by regenerative power of the inverter device 4.

The control that is stabilized by the slip frequency of the three-phase induction generator 2 is a function that is inherently provided as a characteristic of the three-phase induction generator 2, and the operation frequency of the converter device 3 described above using the specification frequency of the service device 10 as a target value. In combination with constant frequency control for tracking the control response, it is possible to realize control responsiveness capable of following a wider range of control amount changes.

The electric power of the converter device 3 generated at this time (the electric power generated by the three-phase induction generator 2) is supplied to the power storage device 8 by discharge or regenerative power of the inverter device 4.

  When the power supplied to the service device 10 is excessive with respect to the generated power of the engine 1 due to the operation of each device as described above, the excess is accumulated by charging the power storage device 8, and conversely the engine When the supply power to the service device 10 is insufficient with respect to the generated power of 1, stable power can be supplied to the service device 10 by supplying the shortage by discharging the power storage device 8.

  FIG. 3 is a diagram showing a control method of the control device in one embodiment of the control device for an electric vehicle of the present invention. This figure describes the control function of the vector control unit for generating the voltage command Vpg for operating the converter device 3 in the system control device 16 of the present invention.

The converter operating frequency command value Fcnvp and a converter operating frequency Fcnvf, which will be described later, are calculated by the adder 17a as shown in the following equation (2) to derive a converter operating frequency deviation ΔFcnv.

  The controller 18 receives the converter operating frequency deviation ΔFcnv, calculates and outputs a torque current command Iqp that minimizes the converter operating frequency deviation ΔFcnv. The controller 18 has a function of limiting the operation amount in the frequency domain.

  The current control unit 19 receives the excitation current command value Idp, the excitation current detection value Idf, the torque current command value Iqp, and the torque current detection value Iqf, and outputs the excitation current Id and the torque current Iq.

  The slip frequency calculation unit 20 receives the excitation current Id and the torque current Iq as inputs, calculates and outputs the slip frequency Fsg based on the control constant (motor constant) of the three-phase induction generator 2.

The shaft rotational speed Frg of the three-phase induction generator 2 and the slip frequency Fsg of the three-phase induction generator 2 are calculated by the adder 17b as shown in the following equation (3) to derive the converter operating frequency detection value Fcnvf.

  The voltage command calculator 21 receives the DC voltage value Es, the excitation current Id, the torque current Iq, and the converter operating frequency detection value Fcnvf, and outputs voltage commands Vpgu, Vpgu, Vpgu for operating the converter device 3.

  The above control function makes it possible to make the actual converter operating frequency detection value Fcnvf coincide with the converter operating frequency command value Fcnvp, and to the service device 10 for the generated power of the engine 1 together with the above-described device operation. Is excessively stored by charging the power storage device 8, and conversely, when the power supplied to the service device 10 is insufficient with respect to the power generated by the engine 1, the shortage is stored. Can be supplied to the service device 10 by supplying the electric power by discharging the power storage device 8.

  FIG. 4 is a diagram showing signal waveforms of the control device in one embodiment of the control device for an electric vehicle of the present invention. This figure is a time history frequency diagram with the elapsed time t on the horizontal axis and the magnitude of each signal on the vertical axis.

  Here, in order to simplify the explanation, a state where the inverter is not operating is considered. Therefore, the inverter power consumption Pinv is always 0 kW. Here, the inverter power consumption Pinv can be expressed by the product of the inverter DC current Ism and the DC voltage Es.

  The converter operating frequency command value Fcnvp is set with the specified frequency of the service device 10 as a target value. Here, a case where the commercial frequency is set to 60 Hz is taken as an example.

  The auxiliary machine power consumption Psub is power consumed by the service device 10 and should be considered as AC power originally, but here, for the sake of simplicity, the power of the DC unit between the converter device 3 and the inverter device 4 is used. Think of it as electric power converted to an equivalent value. Now, it is assumed that the auxiliary machine power consumption Psub changes from P01 to P02 (P01 <P02) at time t = t0.

At this time, the output power of the three-phase induction generator 2 increases instantaneously and the load increases as viewed from the shaft output side of the engine 1, so the shaft rotation speed of the three- phase induction generator 2 decreases.

  At this time, since the constant frequency control is performed with the converter operating frequency command value Fcnvp as the target value, the slip frequency Fs of the three-phase induction generator 2 increases instantaneously at time t = t0, and the converter device 3 Electric power is supplied to the side that drives the three-phase induction generator 2 to compensate for the increase in the auxiliary machine power consumption Psub.

On the other hand, the converter operating frequency detection value Fcnvf substantially coincides with the control following the converter operating frequency command value Fcnvp at time t <t0. When the time t = t0 is reached, the converter operating frequency detection value Fcnvf also decreases due to the decrease in the shaft rotational speed Frg of the three-phase induction generator 2. As a result, the converter operating frequency deviation ΔFcnv which is the difference between the converter operating frequency command value Fcnvp and the converter operating frequency detection value Fcnvf becomes a positive value, and the converter operating frequency deviation ΔFcnv is set to zero by the action of the controller 18 (not shown). A converter torque current command Iqp which is an operation amount is output.

  Converter generated power Pcnv outputs power for driving three-phase induction generator 2 based on converter torque current command value Iqp. Here, the converter generated power Pcnv can be expressed by the product of the converter DC current Isg and the DC voltage Es.

This converter generated power Pcnv converges to a power value that just compensates for the increase P02-P01 of the auxiliary machine power consumption Psub in the long term. That is, immediately after the auxiliary machine power consumption Psub increases from P01 to P02 at time t = t0, the slip frequency Fs of the three-phase induction generator 2 becomes a positive value, so that the three-phase induction generator 2 originally has. The control function compensates for the increment of the auxiliary machine power consumption Psub. When a certain amount of time elapses, the control function of the converter device 2 and the system control device 16 takes over the increased amount of the auxiliary machine power consumption Psub. It can be said that the control is switched. Accordingly, since the slip frequency Fs of the three-phase induction generator 2 can be controlled to be zero in a steady state, the three-phase induction generator 2 can be used within the characteristic range.

  FIG. 5 is a diagram showing a second embodiment of the electric vehicle control apparatus of the present invention. By driving the three-phase induction generators 2a and 2b by the shaft outputs of the engines 1a and 1b, the three-phase induction generators 2a and 2b generate three-phase AC power. Here, regarding the three-phase induction generator 2a, the number of phases of the generator is not particularly limited. Further, regarding the three-phase induction generator 2b, the type of generator or the number of phases is not particularly limited, and the apparatus can be similarly configured by using a three-phase synchronous generator or the like.

  Converter devices 3a and 3b convert the three-phase AC power generated by three-phase induction generators 2a and 2b into DC power. Inverter devices 4a and 4b convert the DC power converted by converter devices 3a and 3b, respectively, into three-phase AC power having a voltage and a frequency necessary for driving three-phase induction motors 5a and 5b, respectively. The shaft outputs of the three-phase induction motors 5a and 5b are transmitted to the wheel shafts 7a and 7b, respectively, after the reduction gears 6a and 6b generate driving forces necessary for acceleration / deceleration of the vehicle. Here, regarding the three-phase induction motors 5a and 5b, the type of motor or the number of phases is not particularly limited, and the apparatus can be similarly configured by using a three-phase synchronous motor or the like.

  The power storage device 8 is connected to a DC power unit between the converter device 3a and the inverter device 4a and a DC power unit between the converter device 3b and the inverter device 4b, and performs charging / discharging as necessary. The power storage device 8 is assumed to be a secondary battery, a capacitor, a flywheel power storage device, or the like having a function enabling charging and discharging.

  The input side of the transformer device 11 is connected to a three-phase AC power section between the three-phase induction generator 2a and the converter device 3a, and the output of the transformer device 11 supplies necessary power to the service device 10. Both the input side and the output side of the transformer 11 are three-phase AC power. If the conversion ratio of the transformer 11 is N, the effective voltage on the output side is transformed to N · V0 with respect to the effective voltage V0 of the input terminal. To do.

  In this device configuration, the control method described below is realized. First, the engine 1a has a characteristic having a balance point between the shaft rotational speed and the shaft output of the engine 1a so that the output P01 can be output at the shaft rotational speed of the three-phase induction generator 2 corresponding to the specification frequency of the service device 10. Is realized. When the shaft rotational speed of the engine 1a decreases at the balance point between the shaft rotational speed and the shaft output of the engine 1a described above, the shaft output of the engine 1a increases, and when the shaft rotational speed of the engine 1a increases, the engine 1a The shaft output decreases. Control for realizing the engine characteristics is performed by the system controller 16.

Here, the shaft rotation speed of the engine 1a and the shaft rotation speed of the three-phase induction generator 2a are the same, but the shaft rotation speed of the three-phase induction generator 2 and the operating frequency of the converter device 3 are not necessarily the same. The shaft rotational speed of the engine 1 or the three-phase induction generator 2 and the operating frequency of the converter device 3 depending on the number of pole pairs of the three-phase induction generator 2 and the slip frequency that changes depending on the specifications and control state of the three-phase induction generator 2. The relationship can be described by the above equation (1).
Hereinafter, in order to simplify the description in FIG. 5, the number of pole pairs of the three-phase induction generator 2 in the equation (1) is described as 1.

  On the other hand, the converter device 3a performs constant frequency control so that the operating frequency of the converter device 3a follows the specification frequency of the service device 10 as a target value. That is, when the shaft rotation speed of the three-phase induction generator 2a is the same as the operating frequency of the converter device 3a, that is, when the slip frequency of the three-phase induction generator 2a is zero, the generated power of the converter device 3a is zero.

When the shaft rotation speed of the three-phase induction generator 2a is higher than the operating frequency of the converter device 3a, that is, when the slip frequency of the three-phase induction generator 2a is a negative value, the converter device 3 is connected to the three-phase induction generator 2 Since the load of the three-phase induction generator 2a increases as seen from the shaft output of the engine 1a, the shaft rotation frequency of the three-phase induction generator 2a decreases, and the operating frequency of the converter device 3a and the three-phase induction power generation again. The balance is achieved at the point where the shaft rotational speeds of the machines 2a coincide, that is, the slip frequency of the three-phase induction generator 2a becomes zero.

Conversely, when the shaft rotation speed of the three-phase induction generator 2a is smaller than the operating frequency of the converter device 3a, that is, when the slip frequency of the three-phase induction generator 2a is a positive value, the converter device 3a Since the load of the three-phase induction generator 2a is reduced as viewed from the shaft output of the engine 1a, the shaft rotational speed of the three-phase induction generator 2 increases, and the operating frequency of the converter device 3a and 3 again The balance is achieved at the point where the shaft rotation speeds of the phase induction generator 2a coincide, that is, the slip frequency of the three-phase induction generator 2a becomes zero. Electric power of the converter device 3a required at this time (drive power of the three-phase induction generator 2a) is supplied from the power storage device 8 or regenerated power of the inverter devices 4a and 4b.

Control slip frequency of the 3 Ai誘 guide generator 2 is stabilized to zero is a function included as a characteristic of the three-phase induction generator 2, the aforementioned converter device 3a specification frequency of the service device 10 as the target value the operating frequency is being combined with constant frequency control which causes additionally slave, to allow more to follow the changes in a wide range of control-amount control response of realization.

At this time, the generated power of the converter device 3a (power generated by the three-phase induction generator 2) is charged in the power storage device 8 or consumed as drive power for the inverter devices 4a and 4b.

For converter device 3b, the generated power target value is set so that the amount of power stored in power storage device 8 is a predetermined value, and the output to engine 1b is adjusted at the same time, so that the output of engine 1b and the three-phase induction generator Control to balance the generated power of 2b. That is, the power generation means by the engine 1a, the three-phase induction generator 2a, and the converter device 3a performs power generation control so that the average power consumption of the system including the power consumption of the service device 10 is always supplied, and the engine 1b, As the power generation means by the three-phase induction generator 2b and the converter device 3b, a method of performing power generation control so as to absorb the fluctuation of the power consumption as a system, including the stored power of the power storage device 8, can be considered.

  When the power supplied to the service device 10 is excessive with respect to the generated power of the engine 1a due to the operation of each device as described above, the excess is accumulated by charging the power storage device 8, and conversely the engine When the supply power to the service device 10 is insufficient with respect to the generated power of 1, stable power can be supplied to the service device 10 by supplying the shortage by discharging the power storage device 8.

The figure which shows the basic composition of one Embodiment in the drive device of the electric vehicle of this invention. The figure which shows the control signal in one Embodiment of the drive device of the electric vehicle of this invention. The figure which shows the control method of the control apparatus in one Embodiment of the control apparatus of the electric vehicle of this invention. The figure which shows the signal waveform of the control apparatus in one Embodiment of the control apparatus of the electric vehicle of this invention. The figure which shows 2nd embodiment of the control apparatus of the electric vehicle of this invention. The figure which shows the structure of the control apparatus of the conventional electric vehicle.

Explanation of symbols

1: Engine, 2: Three-phase induction generator, 3: Converter device, 4: Inverter device, 5: Three-phase induction motor, 6: Reducer, 7: Wheel shaft, 8: Power storage device, 9: Static inverter device, 10: Service equipment, 11: Transformer, 12: AC current detector, 13: DC current detector, 14: Rotational speed detector, 15: DC voltage detector, 16: System controller, 17: Adder, 18 : Controller, 19: Current control unit, 20: Slip frequency calculation unit, 21: Voltage command unit

Claims (2)

A first power conversion means for driving the electric motor, a second power conversion means for generating a DC power first is a power source for driving the first power conversion means, the AC power by driving the engine Power generation means for generating, power storage means having a function of charging and discharging DC power as a second power source for driving the first power conversion means, and third power for supplying power to the service device With conversion means,
The second power conversion means and the power supply to the third power conversion means, by Ri supplied to the power generating means for generating an AC power by driving the engine, a target value of the frequency specification of the service equipment A railcar drive device characterized by performing follow-up control on the operating frequency of the second power conversion means . A plurality of first power conversion means for driving the electric motor, and a plurality of second power conversion means for generating a DC power, which is the first power source for driving the respective said first power conversion unit, the driving of the engine A plurality of power generation means for generating alternating current power, a power storage means having a function of charging and discharging direct current power as a second power source for driving the plurality of first power conversion means, and a service device power supply to the second power conversion means comprises a plurality third power conversion means for supplying power is provided by the plurality of power generating means for generating an AC power by the driving of each of the engine, the first 3 of the power supply to the power conversion means, while I Ri is supplied to the plurality of power generating means for generating an AC power by driving the engine, front plurality of frequency specification of the service equipment as the target value A driving apparatus for a railway vehicle, wherein the operation frequency of the second power conversion means is controlled to follow .

Images