JP5209922B2 - Electric railway system - Google Patents

Description

The present invention, in an electric railway system, to charge the battery with during electrified sections-rail supplying power to the drive system and auxiliary systems from the overhead wire, it is in a non-electrified section-rail supplying power to the drive system or auxiliary system from the battery It relates to the electric railway system.

In an electric railway you drive the induction motor with inverter, a battery-in vehicles, to charge the battery while operating in the power supply from overhead wires in electrified sections, in the non-electrified sections with power from the power storage to battery electric railway system that runs have been proposed.

Battery-powered Dotetsu road vehicle according to Patent Document 1, battery-is mounted on a plurality of vehicles, a railway vehicle equipped with a buck-boost chopper and the inverter and the induction motor.
Power running of non-electrified section, the power from the battery, which is a charge reservoir into electrified section-rail, and feeding pressurized by the drive inverter in the buck-boost chopper, to drive the electric motor.
Also at the time of regenerative braking of the non-electrified section, after stepping down the regenerative power of the drive inverter in buck-boost chopper, it charges the battery.

The electric railway drive system according to Patent Document 2, a large-capacity power storage device that make up the secondary battery or capacitor of the bidirectional chopper and large, in a vehicle equipped with the inverter and the induction motor, electrified sections-rail with among drives the inverter by discharge electric power of the charge reservoir, receiving-power running is an amount that is not enough for power of the power storage device from the overhead line, the regenerative braking is power have a completely recovered in only charge reservoir It returned to the overhead line, comprehensively that controls the so that to reduce the amount of power.
JP 2001-352607 A JP 2003-18702 A JP 2005-278269 A JP 2007-68242 A

The battery-powered Dotetsu road vehicles Patent Document 1, in the battery RiTakashi electrodeposition in the powered from overhead wires during electrified sections-rail, can not you to supply power to both or come converter of battery and the overhead line.
The reason is, at the time of the mutual transition of electrified section and the non-electrified section, Ru der for switching is required of the charge and discharge control circuit.
Also when switched power line and regenerative braking liver, it is necessary to perform the exchange switching control circuit of a buck-boost chopper between battery and inverter, complexity of control increases.

In Patent Document 2 electric railway driving system, since returning regenerative power that can not be recovered to the battery in the rack line varies overhead wire side voltage, the near-country vehicle purchase without this, cause expiration of regenerative braking Therefore, there is a possibility of deteriorating energy saving efficiency or causing danger.
Also, since the overhead wire side voltage is unable voltage conversion be powered as it is to the inverter, corresponding to the double voltage vehicle direct a plurality of trolley voltage line section is difficult shared line section is limited.

Recently in place, large capacity of the battery capable of high-speed charging and discharging at a high voltage has been developed.
Overhead wire-side voltage by returning the regenerative power to the overhead line is varied, but results in a regenerative revocation and vehicles is not that run nearby, without returning the regenerative power to the overhead line by incorporating a large-capacity battery to the vehicles, the total is recovered in the battery Te, that you use the power of that in the non-electrified section, it permits the construction of efficient power system.

Therefore, the use of batteries with rechargeable durability even at a high voltage power supply to the inverter directly from the battery without boosting via the buck means, or charged with regenerative electric power of the induction motor directly to the battery without buck (Electric storage) can be performed.
This eliminates the need to interposed the step-up and step-down means between the battery and the inverter, when the power running and the circuit switching time of regenerative braking and control SWITCHING, it is possible to omit them mechanism.

An object of the present invention, charging of the battery, summarized to that control device implementing the power supply to the drive system and auxiliary systems, by through the battery is connected in parallel with auxiliary system and drive system, electrification section and the non-electrified section, and to provide an electrical railway system that does not require the switching circuits and the control during the transition between its mutually.

The electric railway system according to claim 1, the variable voltage variable frequency to drive the main power supply system provided with a power adjustment device for feeding by adjusting the electric power received from the overhead line, the induction motor and the induction motor for driving dynamic b a drive system that includes a converter, and a battery composed of a auxiliary system, the vehicle is driven by the power from the overhead line is electrified section, cormorants by a non-electrified section to drive the vehicle by the power from the battery structure an electrical railway systems form, the 1-position side the overhead line of the power conditioner, 2-position side respectively connected to said auxiliary system and the driving system via the battery during said electrified section-rail Charging current setting means for setting a charging current to the battery, and power control means for controlling the power adjustment device to store the battery in the charging current set by the charging current setting means , the charging current setting means , said bar A first current detecting means for detecting a charging current to the battery or an outflow current from the battery; a supply current to the drive system and the auxiliary system; and a regenerative current of the motor to the auxiliary system A second current detecting means for detecting a current after subtracting a supply current; a third current detecting means for detecting a current from the overhead wire to the main power supply system; and a first voltage detecting means for detecting a voltage of the battery. And a second voltage detecting means for detecting a voltage on the first side of the power adjustment device .

In this electric railway system, during electrified sections-rail powered from rack line power conditioner main power supply system to power the accessory system which charges the battery-through power adjusting device, the drive system at the time of power running Also power.
However during power regeneration, the power adjusting device and prevents reverse feeding on a frame line, power that is generated by induction motor is stored in the battery except for content consumed in the auxiliary device system.

As the charging current for charging the battery, a charging current value capable of recovering the power consumed in the non-electrified section during the electrified section existing line is set by predetermined charging current setting means.
In the non-electrified section, power is not supplied from the overhead line, so the charge control of the power adjustment device does not operate except during power regeneration , the battery autonomously discharges and supplies power to the auxiliary system, and also to the drive system during power running Supply power.

In the electric railway system according to claim 2, in the invention according to claim 1, the charging current setting means includes an operation table and receives various state outputs from the first current detection means and the first voltage detection means. a discharge state information of the battery in the electrified section-rail that is, the charging current and the line section data stored in the operation table, based on the rail actual time information of electrification interval, calculates the charge current to the battery And an arithmetic means.

In an electric railway system according to a third aspect of the present invention, in the electric railway system according to the second aspect, the power control means may be configured to adjust the power adjustment device so that the current detected by the first current detection means becomes substantially constant when the electrified section is present. It is characterized by control .

In an electric railway system according to a fourth aspect, in the invention according to the second aspect, the power control means controls the power adjustment device so as to obtain a substantially constant charging current except during power regeneration when the electrified section is present, During regeneration, the power adjustment device is controlled so that the difference between the current detected by the first current detection means and the current detected by the second current detection means becomes substantially constant .

In an electric railway system according to a fifth aspect of the present invention, in the electric railway system according to the second aspect , the power control means is configured such that the current detected by the third current detection means is substantially constant when the electrified section is present, and the third current The power adjustment device is controlled so that the product of the current detected by the detection means and the voltage detected by the second voltage detection means becomes substantially constant .

In an electric railway system according to a sixth aspect, in the invention according to any one of the first to fifth aspects , the power adjustment device is configured to supply a total amount of regenerative power to the battery and the auxiliary system during power regeneration. It is characterized by the construction .

In the electric railway system of claim 7, in the invention of any one of claims 1 to 6 , the reference overhead line voltage can be used for a plurality of voltages selected from 1500Vdc, 750Vdc, and 600Vdc. It is a feature.

According to the present invention, the electric railway system, together with the 1-position side of the power conditioning device is connected to the overhead line, the 2-position side auxiliary system and the driving system via the battery of the power regulator Since they are connected to each other, the battery can be charged at all times during the electrification section , and can also supply power to the auxiliary system , and can also supply power to the drive system during powering.
In the non- electrified section, power is not supplied from the overhead wire, so that power can be directly supplied from the battery to the auxiliary system and the drive system .

Vehicles are shifted from the electrified section to the non-electrified section, the power adjusting device and the power supply may turn without from the overhead line to the main power supply system that Do inoperative. Between the battery and the auxiliary system and the driving system, since the control circuit is directly Sesse' continue absent, the auxiliary system independent battery discharge electricity to the power conditioner, the power running drive Power is also supplied to the system. Thus, switching of the control-circuit when migrating electrified section and non-electrified section of vehicles is not required, Ru is released from the complexity and complexity of switching operations of a conventional device configuration.

During or electrified section-rail, the charging current charged in the battery, cormorants'll become a current value set by charging current setting unit, a power adjusting device Ru is automatically controlled by the power control unit. Runode charge the battery with the set charging current, battery energy consumed by the drive system and auxiliary system in a non-electrified section-rail is a charge reservoir efficiently battery during electrified section-rail, the energy Can be recovered.

In non-electrified section, the energy of the battery consumed by the drive system and auxiliary systems, from the power source provided in the terminal station or the like of the non-electrified section, is recovered by rapid charging of short stop the car (for example, 5 minutes) There may be a need. In this case, the power adjustment device is the ability to cope with quick charge request, that make up a large capacitive element to withstand a large current.
As a result, in addition to power supply to the auxiliary system and the drive system by the power adjusting device in electrified sections, it is possible to also control Gosuru the charging of the battery.
Since the charging current setting means includes a first current detecting means for detecting a charging current to the battery or an outflow current from the battery, and a first voltage detecting means for detecting the voltage of the battery, the first voltage detecting means and the first voltage detecting means With the current detection means, it is possible to always grasp the charge / discharge state of the battery.
A charging current setting means for detecting a current supplied to the drive system and the auxiliary system, and a second current detecting means for detecting a current after subtracting the supply current to the auxiliary system from the regenerative current of the motor; Since the third current detecting means for detecting the current to the main power supply system and the second voltage detecting means for detecting the voltage on the first side of the power adjustment device are provided, the second and third current detecting means and the second voltage are provided. based on the current value and the voltage value detected by any detection means, it is possible to optimally control the power conditioner.

According to the invention of claim 2, the charging current setting means, and operating table, so and a charging current calculating means for calculating a charge current, a discharging state of the battery by the charging current calculation means, and operation table of data Based on the charging current value obtained on the basis of the current duration of the electrified section, it is possible to efficiently recover the battery stored energy consumed in the non-electrified section present line in the electrified section present line.

According to the invention of claim 3, since the power control means controls the power adjustment device so that the current detected by the first current detection means becomes substantially constant when the electrified section is present, regardless of power running or regenerative braking. Since the charging current flowing into the battery is always kept constant and the charging of the battery can be controlled efficiently, there is no fluctuation in the charging current flowing into the battery, and the load on the battery can be suppressed.

According to the invention of claim 4, the power control means controls the power adjustment device so that the charging current becomes substantially constant except during power regeneration when the electrified section is on line, and the first current detection means detects during power regeneration. Since the power adjustment device is controlled so that the difference between the detected current and the current detected by the second current detection means is substantially constant, the charging current supplied from the power adjustment device can be maintained substantially constant at all times. The current component is superimposed on a fixed value from the overhead line side, and the amount of generation during braking can be controlled arbitrarily.

According to the invention of claim 5, the power control means is configured such that the current detected by the third current detection means is substantially constant when the electrification section is present, and the current detected by the third current detection means and the second voltage. The power adjustment device is controlled so that the product of the voltages detected by the detection means is substantially constant. For this reason, it is not necessary to supply peak power from a power supply system such as a substation for each conventional power running, and the power supplied to the vehicle can be leveled, which is effective in suppressing demand for the power company. Furthermore, the power from the power supply system can be used effectively, and more vehicles can be supplied from the same power supply system.

Said power control means is a power control means assumes a system operated the electrified section and non-electrified section direct, battery and power conditioner in vehicles in case of system operated only with electrified section the mounted, when controlling the power adjustment device in this power control means, the demand effect can be expected.

According to the invention of claim 6, the power adjusting device, since the supply arrangement the total amount of regenerative electric power during power regeneration to the battery and the auxiliary system, without having to regenerative power flows to the overhead line, overhead wire voltage variation can be suppressed, current is and the battery from the overhead wire side, since the one-way to the drive system and the auxiliary system facilitates the control of charging and discharging and the drive system of the battery.

According to the invention of claim 7, reference overhead wire voltage is 1500 Vdc, 750Vdc, since it operably configured with respect to a plurality of voltages selected from the 600 Vdc, necessary to change the circuit at the 2-position side of the power conditioner no, there is no limit constant of drivable track section, 1500 Vdc, 750Vdc, it is possible to construct a system that can travel continuously between the electrified section and the non-electrified section of the plurality voltage 600 Vdc.

In the real施例, a battery-in electric railway vehicle, to charge the battery-in electrified sections-rail, that apply the present invention to an electric railway system that runs while the discharge from the battery-in non-electrified sections .
Hereinafter, the present invention will be described in detail with reference to the drawings.

Car both 2 shows to electric railway system 1 in FIG. 1, the running and V VVF inverter 20 constituting a rack line 7 receives the DC power main power system 5 power adjustment device 4 0 included in the drive system 3 driving induction motor 2 1 for, auxiliary system 4 constitute the CVCF inverter 22 and the air conditioning and lighting, etc. auxiliaries 2 3, arranged in the drive system 3 or auxiliaries system 4 side of the power conditioner 40 vehicle The battery 35 includes a charging current setting unit 55, a power control unit 50 that controls the power adjustment device 40 based on the charging current set by the battery 35, and the like.
The electric motor 21 driven by the power from the overhead line 7 is electrified section, the non-electrified sections are configured to drive the motor 21 by the power from the battery 35.
1 position side of the power conditioner 40 of the main power supply system 5 (current collector 9 side) to the positive power line 11a is connected, 2-position side of the power conditioner 40 (drive system 3 or auxiliaries system 4 side) for the positive electrode, DC portion of the VVVF inverter 20, the DC portion of the CVCF inverter 22, and the battery 35 is connected by power lines 11b.

The main power supply system 5 is connected from the rack line 7 to supply direct current power from the substation (not shown) and current collector (pantograph) 9 for collector, connected thereto, at the 1-position side of the power conditioner 40 and the power line 11a has a cut-off switch 14 to cut off the supply feed force, that make up in the power conditioner 40.
When electrified section and cut-off switch 14 in on-rail is on, the main power supply system 5 through the power conditioner 40 connected to the power line 11a, to power the battery 35 and the inverter 20 and 22, cut-off switch 14 when off the non-electrified section Zaisenchu is a power conditioner 40 Gado work rest.

In the main feeding system 5 includes a reactor 16 interposed in the power line 11a of the overhead wire 7 side, and the capacitor 17 and cooperate, which is interposed between the power line 11a and the ground line 12, serves as E MI filter . Since the power adjusting unit 40 for turning on / off the current at a high speed, the supply current so extensive harmonic components including Murrell, harmonic components in electrified sections flows out to the overhead line 7 and the rail.
Railway are usually using the signal of the commercial frequency, etc. that the rail and the track circuit, when the component close to the frequency from the power adjusting unit 40 is leaked, there is a possibility to be erroneously detected by determining that the signal current. The EMI filter is to absorb the harmonic signal component, the harmonic components you prevented from flowing out to the overhead wire 7 side.

VVVF inverter 20 connects the reflux diode and six switching elements (not shown) like a bridge, with variable voltage-variable frequency control is known inverter capable, reactor 24 from battery-35 and power regulator 40 The induction motor 21 can be driven by converting the direct-current power supplied through the three-phase alternating current into “ V (voltage) / F (frequency) = constant ” .

The operation mode of the induction motor 21 changes according to the magnitude relationship between the three-phase AC “ voltage / frequency ” supplied from the VVVF inverter 20 and the rotation frequency of the induction motor 21.
That is, "VVVF inverter frequency> induction motor frequency" cases, so-called slip in the region of the "positive" acceleration torque acts on the induction motor 21, the slip within the range not exceeding the stall torque of the induction motor 21 The torque increases in proportion to

If 'VVVF inverter frequency = induction motor frequency ", in the state of so-called" slip = 0 ", the torque is not generated. Induction motor 21 is 惰 line state of being excited at a frequency given from the VVVF inverter 20.
In general, referred to in the electric railway of control and "coasting" there may be this state, since intends disgusting the occurrence of iron loss due to excitation, in the case of a non-excitation was discontinued the operation of the V VVF inverter 20 is high.

If 'VVVF inverter frequency <induction motor frequency ", in the area of so-called slip" negative ", the induction motor 21 is created moving as a generator, the braking torque acts, does not exceed the maximum braking torque of the induction motor 21 range torque is increased in proportion to the slip in the inside.

Is master controller (not shown) by motorman is operated and the power running command is issued, by a three-phase alternating current that is VVVF controlled, output AC power having a frequency higher than the rotational frequency of the induction motor 21, drive both 2 or stopped based on et force line command, it is possible to accelerate to a high speed range through the medium speed region from the low speed region.
Further, when a braking command is issued by the driver's master controller operation, AC power having a frequency lower than the rotational frequency of the induction motor 21 is output by the three-phase AC controlled by VVVF, and the traveling vehicle 2 performs a regenerative braking operation. open started, you decelerated to a low speed range through the medium speed range from the high-speed range.
By the regenerative braking of this, while the power storage charging the regenerative power induction motor 21 is generated in the battery 35, Ru can drive the auxiliary devices 23 constituting the auxiliary system 4.

CVCF inverter 22 of the auxiliary system 4 is a six switching elements and a reflux diode and general inverter capable fixed voltage and fixed frequency control connected like a bridge to not shown, battery-35 and power conditioning converts the DC power supplied via the reactor 25 from the device 40 into three-phase AC, it supplies as a power auxiliary machines 23 of the air conditioning and lighting, and the like.

On the DC side of the V VVF inverter 20 and the CVCF inverter 22, the capacitors 26 and 27 interposed between the power line 11b and the ground line 12 cooperate with the reactors 24 and 25 interposed in the power line 11b . It functions as an EMI filter that prevents mutual interference between the inverters 20 and 22 and prevents electromagnetic interference to other devices due to radiation from the wiring.

The overhead wire 7 side of the reactor 24 and 25, are lines 28, 29 branched from the power line 11b is respectively provided, in the middle of a the branch lines 28 and 29, the uncharged state when starting the vehicle both second capacitor 26, resistor 30, 31 that relieve the sharp peak of the rush current flowing is interposed 27.
Therefore, at the time of startup, to set so that the current in the resistor side flows by the switch 32 and the switch 33 provided to the power line 11b to the branch lines 28 and 29.
After the car both 2 has been activated once, when power storage capacitor 26, 27 is completed, switch 32a, a resistor 30 and 31 by short-circuit 33a, in the subsequent operation, these resistors do not want to act.

Battery-35, at 2-position side of the power conditioner 40, is interposed between the power line 11b and the ground line 12, a plurality of charge cells capable fast charging and discharging are connected in series, for example, a nickel hydrogen battery or the like from it, it is chargeable configured by an induction motor 21 and auxiliary devices 23 capable of driving high-power current-time product for driving a vehicle (e.g., 250A h or higher).
Further interposed two fuses 37, 38 on both sides of the power line 11b side and the ground line 12 side so as to sandwich the battery-35, and the abnormal ground battery.

Next, the power adjustment device 40 will be described.
The 1-position side of the power conditioner 40, together with the power line 11a is connected to the 2-position side of the power conditioner 40 is connected a power line 11b connecting the inverter 20, 22 and the battery 35.
As shown in FIG. 2, the power conditioner 4 0, and two IGBT41,42, and four diodes 43 to 46, the reactor 47 has a function of buck-you circuit configuration a capacitor 49 .
In position 1 side between the power line 11a and the ground line 12 is connected to the collector of the power line 11a is IGBT41 from the overhead line 7, the emitter of the IGBT41 is connected to the cathode of the diode 43, the anode is a ground line 12 of the diode 43 It is connected to the.
On the other hand, on the second side of the power adjustment device 40 , the power line 11 b is connected to the cathode of the diode 44, the anode of the diode 44 is connected to the collector of the IGBT 42, and the emitter of the IGBT 42 is connected to the ground line 12.

IGBT41 and a diode 4 3, each junction of the diodes 44 and IGBT 4 2 is connected via a reactor 47, the IGBT41,42, can conduct current in a direction opposite to the direction of the current flowing from the collector to the emitter Diodes 45 and 46 are connected in parallel.
The 1-position side and 2-position side of the buck-boost chopper, the capacitor 17 for smoothing (Fig. 1) and capacitor 49 (FIG. 2) are respectively interposed between the power line 11a, 11b and a ground line 12 Yes.

Buck-boost chopper is controlled by the gate signal outputted from the gate drive circuit 52 which is controlled by the controller 51, the gate of the case shall be the step-down chopper IGBTs 41, the gate of the case shall be the boost chopper IGBT 42, respectively on-off was driven, by changing the gate on-time relative to the period of the chopping frequency of the gate signals, it bucks the 2-position side voltage with respect to 1-position side voltage.
Since respect to this buck chopper is a known technique, it will be described here briefly.

First, as shown in FIG. 3, to function the buck chopper as a step-down chopper (if the 1-position side voltage E1> 2-position side voltage E2) is controlled by adding a gate signal to the IGBTs 41, always off the IGBT42 It shall be the.
Conduction IGBT41 to the period T of the chopping frequency of the gate signal (on) time t1 is given by the following equation in a ratio of 1-position side voltage E1 and the 2-position side voltage E2.
t1 = T · (E2 / E1)
For example, to boost the detected beneath voltage at the first voltage detector 59 is rather long the on-time t1, when the step-down short to lever the on-time t1 the 2-position side voltage E2 1-position side buck to a low range with respect to the voltage E1, it is possible to adjust the charging voltage.

Next, as shown in FIG. 4, to function as a chopper boosting the buck-(for 1-position side voltage E1 <2-position side voltage E2) is, IGBTs 41 is always turned on by adding a gate signal to the IGBT42 control, by applying a current to a circuit consisting of IGBT41 a reactor 47 and IGBT 42, accumulate energy in the reactor 47.
On time t2 Then turn off I GBT42 where has elapsed, because the current of the reactor 47 is Keru continues as it flows, the induced voltage is occurs in the reactor 47, the induced voltage is superimposed load in the 1-position side voltage E1, it is possible to obtain a higher 2-position side voltage E2.
Conduction of IGBT 42 to the period T of the chopping frequency of the gate signal (on) time t2 is the ratio of the 1-position side voltage E1 and the 2-position side voltage E2, given by the following equation.
t2 = T · (1−E1 / E2)
For example, to boost the voltage detected by the first voltage detector 59 is rather long the on-time t2, if the case of the step-down is short the on-time t2, the voltage E2 of the 2-position side 1-position of the voltage and buck-boost at higher ranges for E1, it is possible to adjust the charging voltage.

Diode 44 buck-boost chopper shown in Figure 2, functions as a valve to prevent outflow of the overhead wire 7 side of the current, the total amount of the regenerative power that occurs during power regeneration, the battery 35 and the CVCF inverter 22 It becomes possible to supply. Therefore, the voltage fluctuation of the overhead line 7 can be suppressed without the regenerative power flowing out to the overhead line 7.
Thus, by the current hand from overhead wire 7 side to the battery 35 and the inverter 20, 22 passing and driving Dosei control is facilitated in the charging and discharging and the inverter 20, 22 of the battery 35.

Next, the charging current setting means 55 for setting the charging current for the in-vehicle battery 35 will be described.
Charging current setting unit 55, the power line 11a, the first to third current detector 56 to 58 for detecting and 11b of the current (first to third current detection hand stage), the charging voltage and the 2-position of the power conditioner 40 a first voltage detector 59 for detecting a side voltage E2 (first voltage detection hand stage), the second voltage detector 60 for detecting the position 1 side voltage E1 of the overhead wire side voltage and the power conditioner 40 (second voltage detection a manual stage), the operation table 54 of the operating line section, and a charging current calculation means 53 for calculating a charge current based on a detected value from the detector 56 to 60.

The first current detector 56 is interposed in the power line 11 b connected to the battery 35 and detects the charging current to the battery 35.
The second current detector 57 is interposed on the power line 11b between the battery 35 and the VVVF inverter 20 and CVCF inverter 22, a VVVF inverter 20, the supply current or regenerative current of the induction motor 21, to CVCF inverter 22 The current obtained by subtracting the supply current to the auxiliary system 4 supplied to the CVCF inverter 22 is detected.
The third current detector 58 is interposed in the power line 11 a on the overhead line 7 side of the power adjustment device 40 and detects a supply current flowing in from the overhead line 7.
The first voltage detector 59 is interposed on the second side between the power line 11 b near the battery 35 and the ground line 12, and detects the charging voltage of the battery 35.
The second voltage detector 60 is interposed on the first side between the power line 11a and the ground line 12, and detects the overhead line voltage.

The charging current calculation means 53 is stored as a charging current calculation program in a computer having a CPU and a ROM built in the controller 51 . The first to third current detector 56 to 58 first, electrical signal of the current value and the voltage value detected by the second voltage detector 59 and 60 is output to the controller 51. Charging current calculation unit 53, at the controller 51, the arithmetic and discharge state of the battery 35 you calculated from these voltage and current signals into electrified section-rail, the operation table 54 of the stored in a computer operating line section based on the time and the rail to the current electrified section that, you calculates the charging current to the battery 35.

Charging current setting unit 55 includes an electrified section you operate train takes the charging current calculation unit 53 the data in the operation table 54 of the track section, passes through the entry point of the vehicle 2 to the electrified section from a non-electrified section at the time of, grasp the basis of the battery discharge state to the detection signal, to set the charge current computed by the charging current calculation unit 53, first, you travel the electrified section in this set current.
Charging current setting unit 55, constantly not grasp the positional information on the vehicle both second track section, seeking time to travel end of the electrified sections in charge current calculation unit 53 data based on the operation table 54, the current perform the correction if necessary to set. As a result, the train service is the end of the electrified section, at the time to enter again the non-electrified section, it recovers the energy of the battery 35.
Note that the actual charge amount and calculated value, since there may not match necessarily 100%, for example daily basis, while confirming the discharge state of the battery 35, to as a result good feedback correction.

Next, the power control means 50 will be described.
The power control means 50 includes a controller 51 that transmits a control signal to the gate drive circuit 52 based on the charge current value set by the charge current setting means 55, a gate drive circuit 52 that drives the gates of the IGBTs 41 and 42, and It has.
The power control unit 50 in order to charge the battery 35 in electrified sections-rail, on the basis of the charging current set by the charging current setting unit 55, the charging current value flowing I follow the battery 35 to the control method described below cormorant by but becomes constant at all times, or power charging current value adjuster 40 is controlled by power sale by constant at all times, or the value of the current supplied from the overhead wire 7 (charging current and auxiliary electric supply current and the drive current so that the total current value) becomes as constant as possible, that controls the power conditioning unit 40 through the controller 51 and the gate drive circuit 52.

Next, a control method of the power adjustment device 40 (step-up / down chopper) by the power control means 50 will be described.
In this electric railway system 1, and the power control unit 50 controls the power conditioner 40, in electrified sections-rail is the battery 35 of the charging current and CVCF auxiliary electric supply current and VVVF inverter 20 to inverter 22 the driving current, supply via power conditioner 40.
The non-electrified section Zaisenchu the power adjustment device 40 becomes inoperative, auxiliary electric supply current and the drive current is you supplied from the battery 35.

First, a description will be given scheme that controls the battery charging current constant at all times.
It is to battery charging current constant control that detected by the first current detector 56, the power energy consumed by the non-electrified sections in UTakashi DENDEN flow setting unit 55 by recovering about 100% in electrified ku Mazai line It supplied in set beneath current value. Of course, the charging voltage is determined by the type of battery and its configuration.
Apart from the charging current, the auxiliary system 4 Ru electric power is supplied to the constantly auxiliaries 23. Also when the power running command to drive the vehicle 2 is input, so that to supply independent auxiliary electric supply current and the driving power from the charging current, Ru made a power adjustment device 40 in the autonomous control .

Car both 2 you are stopped or coasting stop in electrified section-rail, via the power conditioner 40 from the overhead line 7, the supply current of the charging current of the battery 35 to the auxiliary system is supplied.
Immediately after the power running command is input in this state, changes to the first voltage detector 59 is not happening to detect the charging voltage, power conditioner 4 0 does not respond instantaneously.
Then, a drive current to the VVVF inverter 20 is supplied in accordance with the power running command, begins to decrease by the dynamic current driving the charging current of the battery 35, the charge that has been accumulated in the 2-position side capacitor 49 also begins to decrease, the power adjustment The second- side voltage E2 of the device 40 decreases.

Reduction and the charging current of such a battery 35, a change in the charging voltage is always detected by the first current detector 56 and the first voltage detector 59. This Ushite detected current and voltage signals are fed back to the controller 51, a control gate driver circuit 52 through the controller 51, adjust the 2-position side voltage E2 of the power conditioner 40.

The lifting pressure operation of the power adjusting unit 40, increasing the 2-position side voltage E2, or it is lowered, the boost chopper operation is controlled lengthening the on time t2 of the IGBT 42, buck chopper operation on time of the IGBT41 Control t1 longer.
It should be noted that, in the following description to describe only the step-up chopper operation.
The first current detector 56 with maintaining a current value detected constant Subeku, order to boost the 2-position side voltage E2, the circuit control is outside the control loop and the battery charging current constant (induction motor 21 And the auxiliary machine 23) are maintained at a constant value regardless of load fluctuations.

On over looked For this reason, although during power running of the driving current is passed through without any restrictions power adjuster 40, if the force line directive is completed, the driving current component which has been supplied to the inverter 20 battery 35, the battery charging current increases. Furthermore, 2-position side voltage E2 and also flowing into the capacitor 49 tends to increase.
As a result, the first current detector 56 and the first voltage detector 59 detects the increase in current and voltage, the gate drive circuit 52 is controlled again by sending each signal to the controller 51, in turn, the step-up chopper Is shortened .
Thus, pressure secondary voltage E2 is descending, ing in the a constant charging current flowing into the battery 35.

On the other hand, the braking command is inputted, perform regenerative braking operation, power regeneration Ru begins by the induction motor 21.
During this power regeneration, a current obtained by subtracting the auxiliary electric supply current drawn from the regenerative current that is generated from the induction motor 21 in CVCF inverter 22, the valve action of the diode 44 provided in the step-up and step-down chopper, the The whole amount flows into the battery 35. This influx of the battery 35 of the regenerative current, the charging current is maintained constant increases, the 2-position side voltage E2 also increase.

To control the charging current always constant value, it is necessary to prioritize the regenerative component current and overhead wire equivalent current for charging the battery 35, the regenerative amount power at the 1-position of the priority, the following The power is the overhead line power. The reason is that ensuring safety in train operation is the first priority. Furthermore, in the present invention, the operation of the non-electrified section is possible, and the fact that there is no overhead line in the section also makes the regenerative power priority obvious.
As a result, the constant control of the charging current is a desirable embodiment in which a control method for charging the battery with a current component excluding a regenerative current component and a current component necessary for power supply to the auxiliary system 4 is a preferred embodiment.

In electrified section, the inflow amount of the battery 35 exceeded the predetermined charging current value of the regenerative current, while the condition persists, stop the power conditioner 40 I by the power control unit 50, power conditioner 40 The supply current is not output from. During the lever therefore, the charging current of the battery 35 is only the regenerative current amount obtained by subtracting the auxiliary electric supply current component flows to the battery 35, it will be charging. During this time, the charging of the battery 35 is dependent on the regenerative current.

Regenerative braking is stopped, the regenerative current becomes equal to or less than the charge current value decreases, Ru is added gate signal IGBT42 again by the gate drive circuit 52. Then the supply current from the overhead wire 7 is supplied again via the power conditioner 40, earthenware pots by maintaining the charge current at all times constant control is control.

In this case, the charging current supplied from the power adjusting unit 40 lest affected by regenerative current, it is also possible that control constant at all times.
That is, when power running, as the detection current of the first current detector 56 is always substantially constant and during regeneration, a detection current detected by the second current detector 57, is detected by the first current detector 56 and it obtains the difference between the detected current, that controls the power conditioner 40 so that the difference becomes always substantially constant. For this during regeneration, it is controlled so as to increase the on time t2 of the IGBT 42, the power adjusting unit 40 boosting the 2-position side voltage E2. As a result, the charging current output from the power adjustment device 40 is always kept constant.
For this reason, the regenerative current component is inevitably superimposed on a constant value from the overhead line side, and the regenerated amount at the time of braking can be treated arbitrarily.

Since in the non-electrified section supply current from the rack line 7 is eliminated, the power adjusting unit 40 becomes inoperative, the drive current or auxiliary electric supply current Ru is supplied from the battery-35.
Therefore, the battery 35 will be discharged autonomously in accordance with the driving conditions of the electrified section-rail inverter 20 a current time product that is charged into the.

Next, power control by power feeding from the overhead line 7 will be described.
When the supply current detected by the third current detector 58 is controlled, the current from the overhead line 7 includes a battery charging current to be applied in the electrification section, a drive current or a regenerative current, and a supply current to the auxiliary system 4. Determined by vector sum of time average values. The battery charging current at this time is calculated by the aforementioned charging current calculation means 53.
Railroads usually have line segments and their times determined, so it is possible to obtain a typical pattern of average operation (typical pattern) and determine drive current and regenerative current based on this typical pattern. it can.
Further, after the operation is completed once or after one day, the state of charge of the battery 35 is confirmed, and when the amount of power storage is insufficient, the power control means 50 can perform additional charging.
Auxiliary electric supply current is to be supplied to the auxiliary machinery 23, such as air conditioning and lighting, ing a substantially constant current value regardless of electrification and non-electrified section.

By such a control scheme, detects the normal supplying current by the third current detector 58, and further, by the second voltage detector 60 also detects the overhead wire side voltage, these current and voltage values in the multiplied power value, the current supplied in the electrified section-rail, further supply power, that controls the power regulator 40 through the power control unit 50.
During operation, sometimes the sum of the drive current and auxiliary system supply current exceeds the planned supply current. If there cow this, so that the inflow amount from the overhead line 7 is always constant, by controlling the IGBT42 on-time t2 of the power conditioner 40 to the step-down side, discharged from forcibly battery 35 for the shortage of the supply current To prevent the shortage of power in the overhead system from reaching other trains.

During power regeneration, auxiliary electric supply current is regenerative current motor 2 1 is supplied, the charge current to the battery 35, current from the overhead line 7 to the rest of the current component obtained by subtracting the current supplied to the auxiliary system There are provided feed is added. In this case, power sale by current from the overhead line 7 is always constant, the on-time t2 of the IGBT42 of the power adjusting device 40 is controlled in the step-up side. Supply current thus controlled, it flows into the total amount battery 35.

Regard control of the current (or power) supplied from the overhead line 7 as described above, will be described with reference to FIG. 5 how the battery-charging and discharging.
During electrified section-rail 5 (0 seconds to 86 seconds), the third current detector 58-out based on the detection signal of the second voltage detector 60, the overhead line input power (S) to the power conditioner 40 Therefore, it is always controlled to be substantially constant. In addition, the auxiliary system power supply (A) is also supplied with a substantially constant power because it is consumed by air conditioning, lighting, etc., and the overhead line input power (S) is a constant set by the charging current setting means 55 . It is determined by the sum of charge power (B) and auxiliary system supply power (A).

First, at the time of power running (0 second to 16 seconds) when a power running command is input to the vehicle 2 in a stopped state, it usually requires more than twice the motor rated value as drive power, so it was controlled to be constant. Only the input power (S) from the overhead line 7 is insufficient to cover the drive power and auxiliary system supply power (A). Therefore, the shortage is discharged from the battery 35 to compensate for this.
Eventually the acceleration is completed, the vehicle 2 is transferred to coasting state (16 seconds to 48 seconds), the driving power Ri必African Gray Parrot kuna, charging power (B) is charged and that correspond to discharge electricity from the battery-35 Controlled by electric power (B), the battery 35 is charged.

Then, when power regeneration the braking command is output (48 seconds to 62 seconds) is on the charging power (B) flows into the battery 35, since the regenerative electric power amount is generated (+ direction), charge battery 35 is Ru is charged in a state where the regenerative power component is superimposed on a constant value of power (B).
Finally the regenerative braking is terminated and the vehicle 2 moves to a stopped state (62 seconds to 86 seconds), again charging power (B) becomes a constant value corresponding to the battery discharge state, the battery 35 is charged.
Because this way the input power from the overhead line 7 (S) is to be kept constant, when the power running battery 35 is discharged (downward triangles), a constant charging current of the battery 35 when the regenerative braking (B ) regeneration component Ru is charged is superimposed (upward triangle) on.

This in car two second electrified section-rail, because the overhead line 7 or al substantially a constant current including when the vehicle is stopped is powered, the peak from the power supply system side before each power running, as represented by the prior art power rather name needs to be supplied, it is possible to equalize the power supplied to the vehicle both 2, reduction of power costs by demand inhibitory effect on electric power companies can be expected.
In order to be leveling power of the power supply system typified by the overhead line 7, there is a further effect of such a possible more vehicles both 2 to the power supply from the same power supply system.

The power control unit 50 of this matter, albeit at the power control unit 50 assuming the system 1 you operate electrified section and a non-electrified section direct, even if the electric railway system 1 you operate only electrified section if equipped with a battery 35 and a power adjusting unit 40 in the vehicle both 2, lever controls the power conditioner 40 in the power control unit 50, the demand reduction effect can be expected.

Next, the effect of this electric railway system 1 will be described.
The electric railway system 1, The rewritable connect the overhead line 7 at the 1-position side of the power conditioner 40, through the battery 35 to the 2-position side of the power conditioner 40, respectively parallel VVVF inverter 20 and CVCF inverter 22 Having connected to, in electrified sections-rail is thereby permit charging the battery 35 at all times, also possible feeding the CVCF inverter 22, power running is also power the VVVF inverter 20.
The non-electrified section Zaisenchu is fried Gana Chikarakyo feeding electricity from the overhead line 7, the VVVF inverter 20 and CVCF inverter 22 from the battery 35, it is possible to directly feed.

For example, when the vehicle both 2 transitions from electrified section to the non-electrified section feeding from the overhead line 7 to the power conditioner 40 is stopped, the power adjustment device 40 becomes inoperative, the battery 35 and the VVVF inverter 20 and CVCF inverter 22 braking absent control circuit between, because it is continued straight Sesse', irrespective battery 35 is discharged autonomously in the power conditioner 40, the CVCF inverter 22 of the auxiliary system 4, the time of power running Power is supplied to the VVVF inverter 20 of the drive system 3 .
Thus, switching of the control-circuit even when the mutual migration of the car both second electrified section and non-electrified section is not required, Ru is released from the complexity which are necessary in the conventional switching work.

Further, in electrified sections-rail, the charging current supplied to the battery 35, so that the current value set at a predetermined charging current setting unit 55, control the power conditioner 40 by the power control unit 50, this Runode charge the battery 35 by charge current, the energy of the battery 35 to CVCF inverter 22 and VVVF inverter 20 is consumed by non-electrified section, and charged efficiently battery 35 in electrified section, to recover its energy Can do.

Power conditioner 40 of the electric railway system 1, during the time of power regeneration power line, Oite the charging current to the battery 35 detected by the first current detector 56 maintained substantially constant, or at the time of power regeneration, the difference between the regenerative current amount detected by the charging current detected by the first current detector 56 the second current detector 57, maintaining substantially constant, or from the third current detector overhead line 7 detected 58 constantly supply current, as well as to maintain the power, etc. obtained by multiplying the detected overhead wire side voltage at the second voltage detector 60 substantially constant, because it has three control methods, the control method corresponding to the line section and operation schedule switched, it can be efficiently operated.

In or power adjuster 40, the energy of the battery 35 consumed by the drive system 3 and auxiliary system 4 in a non-electrified section, the power provided to the terminus of the non-electrified section, the short parked in terminal station It can be recovered with a quick charge of time (for example, 5 minutes).
In the customary case was cow this, the power conditioner 40 is required the ability to cope with quick charge, but will Rukoto configure a large-capacity element to withstand a large current, the present invention in electrified sections, the It is possible to collectively control the drive system 3, the auxiliary system 4 and the battery charging using the power adjustment device 40 .

Moreover, power regulator 40, 1500 Vdc, 750Vdc, can be applied to various specifications of 600 Vdc, without changing the circuit itself at the 2-position side of the power conditioner 40, 1 500Vdc, 750Vdc, electrified section corresponding to 600 Vdc , turn off the system that the non-electrified section can be moved in the building.

Electric railway system 1 Matako is a direct system of electrified section and non-electrified section, but the vehicles electric railway system that operated in electrified sections dedicated to be mounted on the battery 35 and the power conditioner 40 Is possible.
In other words, it is not necessary to consider the operation of the non-electrified section, and receiving constantly from overhead line 7, even if the operation pattern that make up at power running, coasting, regenerative braking and stop, etc., and the average value of the driving power accessory the sum of the machine system supply power becomes power consumption, since the basis of the power energy to be supplied, a large proportion electrified and non-electrified section direct type system, in a non-electrified section discharge power for recovering There is no need to consider charging components.
Therefore, the battery capacity you mounted on a vehicle, if ensure maximum capacity and out in a period of luck line patterns rather good, resulting in good battery of much less capacity than straight through the system.

Furthermore, as a side effect, a power failure, when an accident occurs, such as overhead line cutting, a battery 35 mounted on a vehicle as a power source, within its capacity, train housing and transporting passengers to the nearest station, can be very events to Thailand response of the escape or the like from the tunnel, it is possible to eliminate the stop between the long-time station, it can also be expected effect leading to the improvement of the power of Kyakusa-bis.

Finally , an application example in which the above embodiment is partially changed will be described.
(1) power conditioner 40, instead of the buck-boost chopper may I configuration der having a buck-boost means such as a DC / DC converter.
(2) The embodiment in which the gist of the present invention is used as a pillar and additional requirements are added thereto substantially includes the structural requirements of the present invention.

1 is an electrical wiring diagram of an electric railway system according to the present invention. It is a circuit block diagram of a power adjustment device. It is a graph which shows the voltage waveform in the X point of FIG. 2 when using a power adjustment device as a pressure | voltage fall chopper. It is a graph which shows the voltage waveform in the X point of FIG. 2 when using a power adjusting device as a pressure | voltage rise chopper. It is a graph which shows overhead wire electric power (S), auxiliary machine system electric power (A), and battery charging / discharging electric power (B) when the electric power supplied from an overhead wire is controlled substantially constant.

1 Electric Railway System 2 Vehicle 3 Drive System 4 Auxiliary System 5 Main Power Supply System
7 overhead line 20 VVVF (variable voltage variable frequency) inverter 21 induction motor 22 CVCF (fixed voltage fixed frequency) inverter 23 auxiliary devices 35 battery-<br/> 40 power conditioner 50 power control means
53 charging current calculation means
54 operation table
55 charging current setting means 56 first current detector (first current detecting means)
57 Second current detector (second current detection means)
58 Third current detector (third current detection means)
59 First voltage detector (first voltage detecting means)
60 Second voltage detector (second voltage detection means)

Claims (7)

A main power supply system provided with a power adjustment device for adjusting to feed the electric power received from the overhead line, a drive system that includes a variable voltage variable frequency inverter for driving the induction motor and the induction motor for driving dynamic, a battery composed of a auxiliary system, the vehicle is driven by the power from the overhead line is electrified section, in the non-electrified section an electric railway system form by the Hare configured to drive the vehicle with electric power from the battery,
Wherein the 1-position side the overhead wire power conditioner, 2-position side respectively connected to said auxiliary system and the driving system via the battery,
Charging current setting means for setting the charging current to the battery during electrification section existing line, and power control means for controlling the power adjustment device to store in the battery with the charging current set by the charging current setting means,
The charging current setting unit detects a charging current to the battery or an outflow current from the battery, detects a supply current to the drive system and the auxiliary system, and regenerates the motor. A second current detecting means for detecting a current after subtracting a supply current to the auxiliary system from a current; a third current detecting means for detecting a current from the overhead line to the main power feeding system; and a voltage of the battery An electric railway system comprising: first voltage detecting means for detecting the first voltage detecting means; and second voltage detecting means for detecting a voltage on the first side of the power adjustment device . The charging current setting means includes an operation table, and discharge state information of the battery in the electrified section existing line calculated by receiving various state outputs from the first current detection means and the first voltage detection means, and a track section data stored in the operation table, on the basis of the rail actual time information of electrification period, according to claim 1, further comprising a charging current calculating means for calculating a charge current to the battery Electric railway system.
The electric railway system according to claim 2 , wherein the power control unit controls the power adjustment device so that a current detected by the first current detection unit is substantially constant when the electrified section is present . The power control means controls the power adjustment device so as to obtain a substantially constant charging current except during power regeneration when the electrified section is present, and during power regeneration, the current detected by the first current detection means and the first The electric railway system according to claim 2 , wherein the power adjustment device is controlled so that a difference from a current detected by the two current detection means is substantially constant . The power control means is detected by the second voltage detection means and the current detected by the third current detection means so that the current detected by the third current detection means becomes substantially constant when the electrification section is present. The electric railway system according to claim 2 , wherein the power adjustment device is controlled so that a product of voltage to be substantially constant . The electric railway system according to any one of claims 1 to 5, wherein the power adjustment device is configured to supply a total amount of regenerative power to the battery and the auxiliary system during power regeneration . The electric railway system according to any one of claims 1 to 6 , wherein the reference overhead line voltage is configured to be usable for a plurality of voltages selected from 1500 Vdc, 750 Vdc, and 600 Vdc .