JP5681350B2 - Railway system with power supply equipment on the railway line between stations - Google Patents

Description

  The present invention relates to a railway vehicle drive device, and in particular, in a train-line hybrid railway system in which a power storage device is mounted on a train, prevents a state in which the vehicle cannot run due to a decrease in the charge amount of the power storage device between stations, The present invention relates to a railway system technology that enables continuous operation even when a facility failure occurs or a storage capacity necessary for traveling between stations decreases.

  In recent years, there has been an active movement to promote energy saving using power storage technology in railway vehicles. As a specific example of this, even when a power storage device is installed in a vehicle and the system is configured to run using this as a power source, or when a powering vehicle that consumes this regenerative power during regenerative braking does not exist in the same section, Development of an overhead wire hybrid system and the like has been performed in which regenerative energy is absorbed by a power storage device to prevent regenerative expiration and energy is saved by reusing the stored energy during powering.

  A combination of power supply from the train line and the power storage device on the car enables charging of the power storage device at a specific location, and the electric vehicle that can run without using the train line in some or all sections of the railway line The system configuration is disclosed in publications such as Patent Document 1, Patent Document 2, and Patent Document 3.

  In the above system, electric cars can be run without using train lines, so train lines can be omitted, and not only can the costs and labor involved in installing and maintaining train lines be reduced, but also the landscape is improved. Has the characteristics that can be expected.

  In the normal operation, the above system uses the power of the power storage device on the vehicle, charges it with the regular power supply facility, operates the train, and runs in the section where the train line is not installed. If the vehicle to be used cannot supply power from the regular power supply facility, or if the amount of stored power required for traveling is insufficient while traveling on a section where no train line is installed, the railway vehicle can be operated without disturbing the schedule. It is not intended to run continuously.

  In addition, this system installs a regular power supply facility for charging a power storage device at a station, a detention site for turning back, or a predetermined stop, etc., and charges the power storage device mounted on the railway vehicle while the train is stopped. . Furthermore, the capacity of the power storage device needs to be sufficient to run between a plurality of places where the power storage device can be charged, that is, a section where no train line or power supply facility is installed. For example, assuming that the system charges only at a station in a flat section, the storage capacity is determined according to the section with the longest distance between stations.

JP 2002-281610 A JP 2005-86876 A JP 2008-172857 A

  However, in the above system, when power cannot be supplied to the train from the power supply facility provided at the station due to a power failure, the train's power storage device cannot be charged, so the stored power required for traveling to the other station There was a problem that the amount could not be secured, and it was impossible to travel to the other station, resulting in a major hindrance to train operation.

  In order to cope with this, it is only necessary to install an extra power storage device on the train that can travel to a healthy regular power supply facility so that it can travel to the other station without disturbing the operation schedule even when the power supply facility fails. . However, with this method, the capacity of the installed power storage device is increased, and the capacity of the installed power storage device is increased due to emergency running in the event of a failure of the regular power supply facility. Problems such as an increase in the number of passengers and a reduction in passenger space due to an increase in outfitting space. On the other hand, it is conceivable that the set interval of the power supply facility is an interval sufficiently shorter than the distance that can be traveled depending on the capacity of the power storage device, but as described above, many power supply facilities must be installed for emergency travel. Problems arise.

  For the reasons described above, the problem of the present invention is that the operation of the train is hindered when an abnormality occurs in the regular power supply facility or when the charge amount of the power storage device mounted on the train is lower than the charge amount necessary for traveling. The aim is to provide a railway system that enables continuous operation without coming and minimizes the capacity of the power storage device required for train installation and the number of emergency power supply facilities installed between stations.

The railway system according to the present invention includes a plurality of regular power feeding facilities for receiving power from a power supply system and installed in a station or in the vicinity of the station, a railway vehicle that is operated by being fed from the plurality of regular power feeding facilities, and the railway A power storage device mounted on a vehicle and capable of supplying the running power of the railway vehicle, and a track section where the plurality of regular power supply facilities are installed, and from an electric system different from the power supply system capable of charging the power storage device A plurality of emergency station power feeding facilities that receive power, and the distance between adjacent normal power feeding facilities and between adjacent emergency station power feeding facilities is the distance that can be traveled at the maximum charge amount of the power storage device The normal power supply facility and the emergency station power supply facility are used as a power supply to the power storage device mounted on the railcar, and the railcar is a maximum of the power storage device. Wherein a possible running between between the power feeding equipment between emergency station to the customary power supply facility and between adjacent said railcar adjacent coulometric, in cases where conventional power feeding apparatus of the next adjacent station is unable to feed abnormal, regular use feed equipment failure information signal transmitted from the conventional power feeding apparatus of the next station, the current position, is parallel in all between emergency station power feeding equipment that the front of the conventional power feeding apparatus is placed until normal station before There line the current shows of continuing the travel-disabled prompting the stop of the railway vehicle on the display unit was, in the previous Symbol railway vehicle is brought close stop to the outside of the display device, which is the hotel to the power supply equipment between the emergency station, said power storage By enabling charging to the device, the next power station can be fed to the next station before and after the abnormal power supply facility without charging the normal power supply facility at the next station where the normal power supply facility is abnormal. Continue emergency running as it can travel to equipment , Proceed to the point of regular power supply equipment is normal front of the station, characterized in that the common power supply facility after the front of the station to continue operating in the normal interval.

  Here, the ground charging post is a power supply facility that receives power from a system different from the train line, and the output of the ground charging post has a cable and a plug for connecting the output to the train, and is stopped in proximity. Be able to supply power to the train. The train receives power from the ground charging post and charges the power storage device on the vehicle.

  In the section where emergency travel is carried out, the regular power supply facility and the emergency station power supply facility are the same as the maximum charge amount of the train-mounted power storage device. The range of distance that can be traveled. In addition, the utility power supply facility or the emergency station-to-station power supply facility is provided with a display, and the display is in front of the normal power supply facility in front of the display, or the amount of charge of the power storage device mounted on the train is in front. When the amount of charge required to travel to the station, that is, the regular power supply facility, is reduced, the train is stopped in the vicinity of the emergency inter-station power supply facility by operating the train to stop it. The power storage device is charged. In addition, when the front utility power supply facility fails, the amount of charge required for the power storage device mounted on the train to travel to the adjacent emergency station power supply facility in the front by charging at the emergency station power supply facility When this happens or when the normal power supply facility in front is healthy, the charge amount of the power storage device mounted on the train is already more than the charge amount necessary for traveling to the front station, that is, the adjacent normal power supply facility. When the charge amount of the power storage device mounted on the train exceeds the charge amount necessary for traveling to the station ahead, i.e. the adjacent regular power supply facility due to charging at the inter-station power supply facility, the train progresses inward on the display. It has a function to urge you to do things.

  The railway system according to the present invention is capable of supplying a normal power supply facility for a normal power supply installed at a station, a railway vehicle that is operated by being supplied with power from the regular power supply facility, and a running power mounted on the railway vehicle. A power storage device and an emergency inter-station power supply facility that can be charged to the power storage device in a track section in which the regular power supply facility is installed, and the railway vehicle is adjacent to the power storage device with a maximum charge amount It is possible to travel between the common power supply facilities and between the adjacent emergency station power supply facilities, and the amount of charge of the power storage device is between adjacent stations in a section where no train line is installed, When the amount of charge necessary for the railway vehicle to run is insufficient, the railway vehicle is stopped in the proximity of the emergency inter-station power supply facility, and the power storage device can be charged. To the station ahead Characterized by enabling row.

  In the railway system of the present invention, the emergency station-to-station power supply facility receives a power system from a power system different from the regular power supply facility, and even when an abnormality occurs in power supply from the regular power supply facility, The railway vehicle is stopped in proximity to the emergency station power supply facility, and the power storage device can be charged to enable the railway vehicle to travel forward.

  In the railway system of the present invention, the emergency inter-station power supply facility is arranged at a position that equally divides the energy required for inter-station travel. Especially in a section where the distance between stations is flat, the emergency inter-station power supply facility is It is characterized by being installed at an intermediate point between stations.

  In the railroad system of the present invention, the utility power supply facility or the emergency station power supply facility is further provided together with a display, and the display operation of the display is the normal power supply facility or the emergency station power supply facility. Or a charge amount state of the power storage device mounted on the railway vehicle outside the display unit.

  In the railway system of the present invention, the display unit provided with the emergency station power supply facility further has a presenting operation function that prompts the railway vehicle to stop when the common power supply facility in front of the display device fails. It is characterized by having.

  The railway system according to the present invention is further configured such that the indicator provided alongside the emergency station power supply facility stops at the railway vehicle when a charge amount of the power storage device mounted on the railway vehicle is a predetermined value or less. It has a display operation function for prompting.

  In the railroad system of the present invention, the railway vehicle is further provided with a display unit provided with the emergency inter-station power supply facility, when the charge amount of the power storage device is charged to a predetermined charge amount or charged. It has a display operation function that prompts the user to proceed to the inside of the display.

  According to the present invention, it is possible to avoid a state in which the vehicle cannot travel due to a decrease in the charge amount of the power storage device mounted on the vehicle between the stations, and without disturbing the operation diagram when an abnormality occurs in the regular power supply facility. It is possible to provide a system that enables continuous travel and that has the capacity of the power storage device mounted on the train and the power supply equipment for emergency stations.

FIG. 1 is a diagram showing an example of an embodiment of an installation configuration of an emergency station power supply facility according to the present invention. FIG. 2 is a diagram showing an example of the first embodiment of the installation configuration and operation of the emergency station power supply facility of the present invention. FIG. 3 is a diagram showing an example of the second embodiment of the installation configuration and operation of the emergency station power supply facility of the present invention. FIG. 4 is a diagram showing an example of the first embodiment of the indicator operation of the emergency station power supply facility of the present invention. FIG. 5 is a diagram showing an example of the second embodiment of the indicator operation of the emergency station power supply facility of the present invention. FIG. 6 is a diagram showing an example of the first embodiment using the control device for an electric vehicle and the ground charge post according to the present invention. FIG. 7 is a diagram showing an example of a second embodiment of the control device for an electric vehicle and the ground charging post according to the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram illustrating an example of a schematic form of an installation configuration of an emergency station power supply facility according to the present invention. The emergency inter-station power supply facility 1 b receives power from a power supply system different from the regular power supply facility 1 a near the station 2 and is installed between the station 2 and the station 2.

  Here, in the section where the emergency traveling of the overhead hybrid railway vehicle traveling on the route where the train line is not installed, the interval between the adjacent utility power supply facilities 1a and between the adjacent emergency station power supply facilities 1b is as follows. It is installed in the range of the distance that can travel with the maximum charge amount of the power storage device mounted on the train 3.

  As a result, it is possible to perform emergency traveling in the event of an abnormality in the regular power supply facility while minimizing the capacity of the power storage device mounted on the train 3. By minimizing the capacity of the power storage device, the cost of the power storage device mounted on the vehicle can be reduced, and further, energy-saving operation can be performed as the vehicle weight is reduced.

FIG. 2 is a diagram showing an example of the first embodiment of the installation configuration of the emergency station power supply facility of the present invention.
The train line 6a of the regular power supply facility 15a is installed near the station. The power source of the train line 6a is used as a power source for supplying power to the power storage device 5 mounted on the train 8, and the train 8 runs using the power stored in the power storage device 5 as driving power, or the power source of the train line 6a. To drive directly as a power source for driving. A case where emergency station power supply facilities 10a and 10b are installed at points B and D between the stations 9a and 9b is shown.

  Here, L1 is a distance between the point A of the station 9a and the point B of the emergency inter-station power supply facility 10a, L2 is a distance between the point B and the point C of the station 9b, L3 is a distance between the point A and the point C, L4 is the distance between the point B and the point D of the emergency station power supply facility 10b. Each of L3 and L4 is set smaller than the maximum travel distance when driving power is supplied by the power storage device 5 mounted on the train 8.

  The emergency inter-station power supply facilities 10a and 10b are provided with ground charging posts 11a and 11b, and the ground charging posts 11a and 11b receive power from the power supply facilities 7a, 7c and 6c received by the train lines 6a, 6b and 6c, respectively. Power is received from power supply facilities 7b and 7d, which is a power system different from 7e. The power storage device 5 mounted on the train 8 is charged by the emergency station power supply facilities 10a and 10b. As a result, it is possible to make an emergency run when the normal power supply facility is abnormal while minimizing the capacity of the power storage device mounted on the train 8.

  Here, the emergency inter-station power supply facility 10a is preferably arranged at a position that equally divides the energy required for inter-station travel. Particularly in the case of a flat route section, the emergency inter-station power supply facility 10a has L1 and L2. It is better to install at the same distance. Thereby, the capacity | capacitance of the electrical storage apparatus 5 required in order to drive | work the area between adjacent emergency station electric power feeding facilities by the direction which goes to the point A from the point A and the direction which goes to the point A from the point C is made the same. be able to.

  Further, the emergency station power supply facility may be a train line as shown in FIG. In this case, the emergency station power supply facilities 10c and 10d are provided with train lines 6e and 6g, and the train lines 6e and 6g are power supply facilities 7a, 7c and 6c that are received by the train lines 6a, 6b and 6c, respectively. Power is received from power supply facilities 7f and 7g, which is a power system different from 7e. Thereby, the power storage device 5 mounted on the train 8 can be charged by the emergency station power supply facilities 10a and 10b. As a result, it is possible to make an emergency run when the normal power supply facility is abnormal while minimizing the capacity of the power storage device mounted on the train 8.

An example of operation when the emergency station power supply facility is a charging post as shown in FIG.
When the train 8 is running between the point A and the point B, when the regular power supply facility 15b becomes unable to supply power to the power storage device 5 mounted on the train 8 due to an abnormality, charging is performed at the emergency inter-station power supply facility 10a. Even if charging is not performed at the regular power supply facility 15b, it is possible to travel to the emergency station power supply facility 10b, and the emergency charging is performed so that the next charging can be performed at the emergency station power supply facility 10b. .

  When the train 8 is running between the point A and the point B, when the regular power supply facility 15b cannot supply power to the power storage device 5 mounted on the train 8 due to an abnormality, the regular power supply facility 15b sends the regular power supply facility to the information transmission means 13b. A failure information signal 14a is transmitted. The indicator 12b receives the regular power supply facility failure information signal 14a, and gives a prompt to stop the train.

  Here, for example, in the case of a color lamp type traffic light, the display content of the indicator is a red color as shown in FIG. 2 in order to distinguish it from a display operation that means a “stop” signal as an ATS function in a normal closed section. A blinking (RF) presenting operation may be used, and the present blinking presenting operation state at this time is defined as “unable to continue”.

  When the train 8 reaches the point B, the indication on the display 12b is “impossible to continue”, and the train 8 stops outside the display 12b. At this time, the train 8 charges the power storage device 5 mounted on the train 8 from the ground charging post 11a installed in the emergency station power supply facility 10a. Thus, the train 8 can be charged in advance by the emergency inter-station power supply facility when the normal power supply facility is abnormal.

  When the charge amount of the power storage device 5 becomes a charge amount that can travel to the point D by this charge, as shown in FIG. 4, the storage capacity satisfaction signal 16a is transmitted from the train 8 to the information transmission means 13a, and the display 12b Receiving the storage capacity satisfaction signal 15a, the display operation is performed to indicate that the train may proceed inward of the display.

  Here, the display content of the indicator is, for example, a blue light as shown in FIG. 4 in order to distinguish it from a display operation meaning an “advance” signal as an ATS device in a normal closed section in the case of a color lamp type traffic light. The display operation of flashing (GF) may be used, and the display operation state of blue flashing at this time is the “emergency running possible” display. Thereby, it is possible to determine whether or not emergency traveling is possible based on the amount of charge of power storage device 5.

  When the display on the display 12b becomes an "emergency run" display, the train 8 enters the inside of the display 12b, and then the emergency station without charging at the point C where the regular power supply facility 15b is located. It travels to the point D with the intermediate power supply facility 10b. Further, the emergency charging is performed so that the next charging is performed at the emergency station power supply facility 10b so that the vehicle can travel to the destination.

  Since the capacity of the power storage device 5 mounted on the train 8 is a capacity that can travel between adjacent emergency station power feeding facilities, when traveling the distance of L4, the stored power that travels ahead is stored. It will be insufficient. When the train 8 reaches point D, as shown in FIG. 5, the train 8 transmits a charge amount shortage signal 17a to the information transmission means 13c, and the display 12d receives the charge amount shortage signal 17a from the information transmission means 13c. The display of the signal is the “unable to continue” display. When the train 8 reaches the point D, the display on the display 12d is “impossible to continue”, and thus stops outside the display 12d.

  At this time, the train 8 charges the power storage device 5 mounted on the train 8 from the ground charging post 11b installed in the emergency station power supply facility 10b. When the charge amount of the power storage device 5 becomes a charge amount that can travel to the point E by charging, the train 8 transmits a charge amount satisfaction signal 15a to the information transmission means 13c, and the display 12d receives the charge amount satisfaction signal 16a. To indicate “emergency driving”.

  As a result, the train 8 charges the front and rear sections of the abnormal power supply facility 15b with the emergency station power supply facilities 10a and 10b, so that the train 8 proceeds to the point E where the station 9c is located even when the service power supply facility is abnormal. The normal power supply facility after the normal power supply facility 15c can continue to operate in a normal section.

  Further, in FIG. 2, when the train 8 travels between the points C and D, the point of charge is insufficient even if the amount of charge that can travel to the point E is insufficient due to a capacity decrease such as a partial failure of the power storage device 5. You will not be able to travel to E. At this time, the train 8 transmits the insufficient charge amount signal 17a from the train 8 to the information transmission means 13c before the point D as shown in FIG. 5, and the display 12d receives the insufficient charge amount signal 17a from the information transmission means 13c. Thus, the display of the signal is the “continuous running impossible” display. When the train 8 reaches the point D, the display on the display 12d is “impossible to continue”, and thus stops outside the display 12d.

  At this time, the train 8 charges the power storage device 5 mounted on the train 8 from the ground charging post 11b installed in the emergency station power supply facility 10b. When the train 8 reaches a charge amount that can be traveled to the point E by charging, the train 8 transmits a charge amount satisfaction signal 15a to the information transmission means 13c, and the display 12d receives the charge amount satisfaction signal 16a. It is possible.

  As a result, even when the capacity of the power storage device 5 is reduced, such as a partial failure, the train 8 charges the front and rear sections of the abnormal power supply facility 15b with the emergency inter-station power supply facility 10b, thereby providing a point E where the station 9c is located. The normal power supply facility after the normal power supply facility 15c can continue to operate in a normal section.

  The operation of the display device due to the insufficient charge amount signal can be the same operation also in the display device installed alongside the regular power supply equipment installed in the station, and thus the amount of charge is insufficient while traveling between the stations. You can avoid that as much as possible.

  The information transmission means for transmitting and receiving the normal power supply facility failure signal, the insufficient charge amount signal, and the charged amount satisfaction signal is performed using, for example, a track circuit, a dedicated signal line, an interlocking device, and wireless communication.

  FIG. 3 shows the case where the emergency inter-station power supply facility is configured with a train line. However, in the power receiving method shown in FIG. 3, since the power is always received from the train line, No special equipment is required.

  On the other hand, in the charging method by the ground charging post shown in FIG. 2, it is possible to supply power to the train using a low-voltage commercial power source, and it is possible to easily and safely install an emergency station power supply facility, Although charging is possible even when the current collector 4 is out of order, equipment that is not used in normal running is required for the on-board equipment of the train. Therefore, an example of an embodiment of the power reception by the electric vehicle control device of the present invention and the ground charging post shown in FIG. 2 will be described with reference to FIG.

  The on-vehicle drive system includes a power storage device 18, a step-up / down chopper device 19, an inverter device 20, an AC motor 21, a current collector 22, and a vehicle upper side plug device 23a. The ground charging post includes a ground charging post side plugging device 23 b, a circuit breaker 25, a ground charging post chopper device 28, a protection circuit 29, a rectifier 30, and a commercial power source 27.

  The inverter device 20 of the on-vehicle drive system receives the DC power supplied from the train line 21 via the current collector 17 or the chopper device 19 and converts it into three-phase AC power and outputs it to the AC motor 21. To do. The AC motor 21 receives the three-phase AC power output from the inverter device 20 as input and converts it into shaft torque for output.

  Here, the inverter device 20 variably controls the output voltage and the AC current frequency of the inverter device 20 so that the AC motor 21 outputs torque based on a command from a control device (not shown). A speed reducer (not shown) amplifies and outputs the shaft torque output of the AC motor 21, and drives the wheel shaft of the electric vehicle to accelerate and decelerate the electric vehicle.

  The step-up / step-down chopper device 19 is arranged so as to be able to connect the power storage device 18 and the train line 26 in terms of power, and is connected to the power storage device 18. Further, the step-up / step-down chopper 19 increases the voltage of the power storage device 18 to the power supply voltage of the train line 26 or decreases the power supply voltage of the train line 26 to the voltage of the power storage device 18.

  The power storage device 18 receives DC power output from the step-up / step-down chopper device 19 or is connected to the step-up / step-down chopper device 19 so as to output DC power to the step-up / step-down chopper device 19. A vehicle-side plugging device 23 a that can be connected to the ground charging post 24 is connected to the direct current portion between the power storage device 18 and the step-up / down chopper device 19.

  The ground charging post 24 includes a rectifier 30 that converts the three-phase AC power of the commercial power source 27 into DC power as input and outputs DC power. Between the commercial power supply 27 and the rectifier 30 is connected a protective circuit breaker 25 that interrupts the circuit during an abnormal operation such as overcurrent. The input side of the ground charging post chopper device 28 is connected to the DC output side of the rectifier 30, and the ground charging post chopper device 28 is connected to the ground charging post chopper device 28 with a protection circuit 29 that shuts off the circuit during abnormal operation. .

  Here, the ground charging post power storage device 31 may be connected to the input side of the ground charging post chopper device 28 in parallel with the output side of the rectifier 30. On the output side of the ground charging post chopper device 28 is connected a ground charging side plugging device 23b that enables connection to the on-vehicle drive system. The on-vehicle drive system and the ground charge post 24 connect the on-vehicle drive system side plugging device 23a and the ground charge side plugging device 23b with a dedicated cable.

The operation of this embodiment will be described below.
First, a description will be given of a case where the normal power supply facility is normal and the vehicle is traveling while being charged only at the normal power supply facility.

  The DC power output from the step-up / down chopper device 19, that is, the DC power output from the power storage device 18, bears the input power of the inverter device 20. As a result, the electric vehicle is accelerated and travels to the station in the section where the train line is not installed. When the electric vehicle is decelerated, the inverter device 20 is regeneratively operated so that the AC motor 21 outputs the brake torque, and the regenerative power output by the inverter device 20 is absorbed by the power storage device 18 via the step-up / step-down chopper device 19. .

  When charging the power storage device 18 on the upper side of the vehicle, the power is received by the current collector 22 from the train line 26 at the place where the regular power supply facility is installed in the train, and the power storage device is connected via the step-up / down chopper device 19. 18 is charged.

  Next, an operation example in the case where the power storage device 18 on the upper side of the vehicle is charged by the ground charging post of the emergency station power supply facility due to an abnormality in the regular power supply facility or the current collector 22 will be described.

  At this time, in the place where the ground charging post 24 is installed in the train, the upper-side plugging device 23a on the train car drive system side and the plugging device 23b on the ground charging post side are connected using a dedicated cable. Connecting. The input power of the power storage device 18 is borne by the commercial power supply 27. Here, since the input power of the power storage device 18 needs to be within a predetermined DC voltage, the rectifier 30 converts the AC power of the commercial power supply 27 into DC power, and the ground charging post chopper device 28 converts the voltage. Then, charging is performed until the amount of charge of the power storage device 18 falls within a certain range.

  Further, when the ground charging post power storage device 31 is connected to the input side of the ground charging post chopper device 28, the ground charging post power storage device 31 can bear the input power of the power storage device 18. In this case, since the power supply to the train is very infrequent, charging of the ground charging post power storage device 31 does not require an emergency, so that the input circuit from the commercial power may be a small capacity facility. is there. In addition, power can be supplied to the train even when there is a temporary malfunction in the commercial system, which is highly effective as an emergency power source.

  Although the above-described effects can be obtained by providing the ground charging post power storage device 31, the power storage device 18 can naturally be charged from the commercial power supply 27 even in a configuration without the ground charging post power storage device 31.

  FIG. 7 is a diagram illustrating an example of the second embodiment of the control device and the ground charging post according to the present invention.

  A switching device 32a is connected between the inverter device 20 and the AC motor 21, and the switching device connects the output three-phase AC power line of the inverter device 20 to either the AC motor 21 or the vehicle upper side plugging device 23a. Has a function to switch connections.

  The ground charging post 24 is provided with a ground charging post side plugging device 23b at a portion for outputting the electric power supplied from the commercial power supply 27 to the on-vehicle drive system, and the ground charging post side plugging device 23b is provided on the vehicle upper side plugging device 23a. Can be connected. The commercial power source 27 is a power source that can receive power from a system different from the power source of the train line 26 and supply three-phase alternating current to the ground charging post. A protective circuit breaker 25 is connected between the ground charging post-side plugging device 23b and the commercial power supply 27 to shut off the circuit during abnormal operation such as overcurrent.

The operation of this embodiment will be described below.
First, a description will be given of a case where the normal power supply facility is normal and the vehicle is traveling while being charged only at the normal power supply facility.

  When accelerating the electric vehicle, the switch 32a is connected to a state where the inverter device 20 and the AC motor 21 are connected. The DC power output from the step-up / down chopper device 19, that is, the DC power output from the power storage device 18, bears the input power of the inverter device 20. As a result, the electric vehicle is accelerated and travels to the station in the section where the train line is not installed. When the electric vehicle is decelerated, the inverter device 20 is regeneratively operated so that the AC motor 21 outputs the brake torque, and the regenerative power output by the inverter device 20 is absorbed by the power storage device 18 via the step-up / step-down chopper device 19. .

  When charging the power storage device 18 on the upper side of the vehicle, the power is received by the current collector 22 from the train line 26 at the place where the regular power supply facility is installed in the train, and the power storage device is connected via the step-up / down chopper device 19. 18 is charged.

Next, an operation example in the case where the power storage device 18 on the upper side of the vehicle is charged by the ground charging post of the emergency station power supply facility due to an abnormality in the regular power supply facility or the current collector 22 will be described.
When charging the power storage device 18 on the upper side of the vehicle, the train is stopped near the place where the ground charging post 24 is installed, and the vehicle upper side plugging device 23a on the vehicle driving system side and the ground charging post side plugging device 23b are placed. Are connected using a dedicated cable.

  Further, the switch 32a switches the connection to a state where the inverter device 20 and the vehicle upper side plugging device 23a are connected. The input power of the power storage device 18 is borne by the commercial power supply 27. The inverter device 20 converts AC power from the ground charging post into DC power, the step-up / step-down chopper device 19 steps down the DC power, and the power storage device 18 is charged until the charge amount falls within a certain range.

  Since the present embodiment is configured to supply AC power from the commercial power supply 27 to the on-vehicle drive system as AC, the embodiment shown in FIG. Compared with a configuration in which the AC power of the commercial power supply 27 is converted into DC power by the ground charging post 24 provided between the chopper devices, the equipment on the ground charging post 24 side can be reduced.

1a Regular power supply facility 1b Emergency station power supply facility 2 Station 3 Train 4 Current collector 5 Power storage device 6a Train line 6b Train line 6c Train line 6d Train line 6e Train line 6f Train line 6g Train line 7a Power supply facility 7b Power supply Equipment 7c Power supply equipment 7d Power supply equipment 7e Power supply equipment 7f Power supply equipment 7g Power supply equipment 8 Train 9a Station 9b Station 9c Station 10a Power supply equipment between emergency stations 10b Power supply equipment between emergency stations 10c Power supply equipment between emergency stations 10d Emergency station power supply equipment 11a Ground charging post 11b Ground charging post 12a Display 12b Display 12c Display 12d Display 12e Display 13 Power storage device 13a Information transmission means 13b Information transmission means 13c Information transmission means 14a Common power supply equipment failure Information signal 15a Regular power supply facility 15b Regular power supply facility 15c Regular Power supply facility 16a Charge amount satisfaction signal 17a Charge amount shortage signal 18 Power storage device 19 Buck-boost chopper device 20 Inverter device 21 AC motor 22 Current collector 23a Car upper side plug device 23b Ground charge post side plug device 24 Ground charge post 25 Circuit breaker 26 Train line 27 Commercial power supply 28 Chopper device for ground charge post 29 Protection circuit 30 Rectifier 31 Power storage device for ground charge post 32a Switch

Claims (5)

A plurality of regular power supply facilities for receiving regular power from the power supply system and installed in or near the station;
A railway vehicle that is powered and operated from the plurality of regular power supply facilities;
A power storage device mounted on the railway vehicle and capable of supplying running power of the railway vehicle;
In the track section where the plurality of regular power supply facilities are installed, and equipped with a plurality of emergency station power supply facilities that receive power from an electric system different from the power supply system that can be charged to the power storage device,
The intervals between the adjacent power supply facilities adjacent to each other and between the adjacent emergency station power supply facilities are set to a range of distance that can be traveled at the maximum charge amount of the power storage device,
The regular power supply facility and the emergency station power supply facility are used as a power supply to the power storage device mounted on the railway vehicle,
The railway vehicle is capable of traveling between the normal power supply facilities adjacent to each other and the adjacent emergency station power supply facilities adjacent to each other with the maximum charge amount of the power storage device,
In if the regular power supply equipment of the next adjacent station can not be the power supply abnormal,
Regular use feed equipment failure information signal transmitted from the conventional power feeding apparatus of the next station, the current position, is parallel in all between emergency station power feeding equipment that the front of the conventional power feeding apparatus is placed until normal station before There line the current shows of continuing the travel-disabled prompting the stop of the railway vehicle on the display unit was, in the previous Symbol railway vehicle is brought close stop to the outside of the display device, which is the hotel to the power supply equipment between the emergency station, said power storage By making it possible to charge the device,
Even if charging is not performed in the normal power supply facility at the next station where the normal power supply facility is abnormal, the emergency power supply can continue to travel to the next emergency station power supply facility before and after the abnormal power supply facility, A railway system characterized in that the normal power supply facilities proceed to the point of the normal front station, and the normal power supply facilities after the previous station continue to operate in normal sections. In the railway system according to claim 1,
The regular power supply facility or the emergency station power supply facility is provided with a display,
The display operation of the display can be linked with the operation state of the regular power supply facility or the emergency station power supply facility, or the charge amount state of the power storage device mounted on the railway vehicle outside the display. A railway system characterized by having a display function indicating emergency running. In the railway system according to claim 2,
The indicator provided alongside the emergency station power supply facility has a display operation function for urging the railway vehicle to stop due to a failure of the power supply facility when the common power supply facility in front of the indicator fails. Railway system to do. In the railway system according to claim 2,
The indicator provided together with the emergency inter-station power supply facility is a display operation that prompts the railway vehicle to stop the emergency traveling when a charge amount of the power storage device mounted on the railway vehicle is a predetermined value or less. A railway system characterized by its function. In the railway system according to claim 2,
The indicator attached to the emergency station power supply facility is charged to the predetermined charge amount of the power storage device, or proceeds to the inside of the indicator on the railway vehicle when charged. A railway system characterized by an emergency running enablement operation function that promotes good things.

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