JP6324682B2 - Maintenance vehicle - Google Patents

Description

  The present invention relates to a maintenance vehicle for performing maintenance work by moving a track on which a railway vehicle travels, and more particularly to a maintenance vehicle capable of traveling with a diesel engine stopped.

  Maintenance vehicles include maintenance and maintenance work such as inspection and repair of tunnels (hereinafter referred to as track maintenance work). This vehicle is called “maintenance work”. Conventionally, such a maintenance vehicle includes a diesel engine, a transmission connected to the output shaft of the diesel engine, and a propulsion shaft that transmits a driving force changed by the transmission to wheels. Thus, the driving force from the diesel engine is transmitted to the wheels via the transmission and the propulsion shaft.

  However, when a conventional maintenance vehicle equipped with a diesel engine travels in a tunnel, which is a closed space, exhaust gas exhausted from the diesel engine fills the tunnel. For this reason, there has been a problem that the worker who performs maintenance work in the tunnel has poor working environment and visibility due to exhaust gas discharged from the diesel engine.

  Therefore, Patent Document 1 below proposes a railway work vehicle that can cope with the above-described problems. As shown in FIG. 15, this railway work vehicle is a hybrid vehicle in which a battery 150 for rotating the motor 130 is mounted and the drive source is the engine 110 and the battery 150. As a result, during normal traveling, the driving force from the engine 110 is shifted by the power shift transmission with torque converter 120 and transmitted to the wheels 105 via the propulsion shaft 104.

  On the other hand, when traveling in the tunnel, the motor 130 is rotated by the electric power supplied from the battery 150, and the output shaft (not shown) of the power shift transmission with torque converter 120 is rotated by this rotational force. The rotation of the output shaft is transmitted to the wheel 105 via the propulsion shaft 104, so that the vehicle can travel. Thus, in the tunnel, the driving of the engine 110 can be stopped and the vehicle can run with the electric power of the battery 150, and exhaust gas can be prevented from being filled in the tunnel.

Japanese Patent No. 4556210

  However, the railway work vehicle 101 described in Patent Document 1 has the following problems. Normally, maintenance vehicles travel from the maintenance base to the work site at night when passenger cars do not travel, and are maintained from the work site by the morning when the passenger car etc. starts traveling after maintenance work is performed at the work site. You have to come back to the base. In such a limited use situation of the maintenance vehicle, it is required to be able to rush as far as possible to the work site and to secure a long time for maintenance work at the work site.

  Therefore, in order to rush to the work site in the railway work vehicle 101 described in Patent Document 1, there can be considered a method of traveling with assistance of the electric power of the battery 150 in addition to the driving force of the engine 110. However, in the case of this method, the amount of charge (remaining capacity SOC) of the battery 150 is consumed before reaching the work site. For this reason, for example, it becomes impossible to continue running for a long time with the electric power of the battery 150 in a tunnel which is a work site, and a sufficient time for maintenance work cannot be ensured. If the engine 110 is driven and the generator 121 is caused to generate power to charge the battery 150, the exhaust gas from the engine 110 fills the tunnel.

  On the other hand, in the railway work vehicle 101 described in Patent Document 1, a method of mounting a large-capacity battery is conceivable in order to secure a long time for maintenance work at the work site. However, the large-capacity battery has a relatively large battery capacity among various types of batteries, but has a relatively small power (charge / discharge capacity) that can be instantaneously output during charge / discharge. For this reason, if a large-capacity battery is used, it is possible to secure a long time for maintenance work at the work site, but since the electric power that is instantaneously output when going to the work site is small, the assisting acceleration force is small. As a result, it cannot be rushed to the work site.

  On the other hand, a method of mounting a high-rate battery (large output battery) is conceivable. However, the high-rate battery has a relatively small battery capacity, although the power that can be instantaneously output during charging and discharging is relatively large among various types of batteries. For this reason, if a high-rate battery is used, the electric power that is instantaneously output when going to the work site is large, and the acceleration power that can be assisted is large. It is not possible to secure a long time for work.

  The railway work vehicle 101 is a so-called “parallel system” that travels mainly by driving force from the engine 110 among hybrid vehicles equipped with an engine and a battery. For this reason, in order to rush to the work site, a method of mounting the engine 110 having a large displacement can be considered. However, this method is not preferable for a maintenance vehicle because the engine 110 having a large displacement increases noise and increases fuel consumption and exhaust gas, and hinders downsizing. Thus, the structure of the conventional maintenance vehicle such as the railway work vehicle 101 can prevent the exhaust gas from being filled in the tunnel, but the time required for rushing to the work site and performing maintenance work on the work site is long. It is impossible to achieve a balance between securing time.

  Therefore, the present invention has been made to solve the above-described problems, and while expediting the exhaust gas from being filled in the tunnel, express the time to the work site and the time for maintenance work at the work site. An object of the present invention is to provide a maintenance vehicle capable of ensuring both long-term security and safety.

  A maintenance vehicle according to the present invention includes a diesel engine, and is used for performing maintenance work by moving along a track on which a railway vehicle travels. The maintenance vehicle is integrally connected to the diesel engine and drives the diesel engine. A generator that generates AC power by means of a converter, a converter device that can convert AC power generated by the generator into DC power, an inverter device that can convert DC power converted by the converter device into AC power, and the inverter A large-capacity battery having a large capacity and low output capable of supplying DC power to the apparatus, a high-rate battery having a high output and small capacity capable of supplying DC power to the inverter apparatus, and an AC power converted by the inverter apparatus A traveling motor that rotates and rotates the wheel, charge / discharge of the large-capacity battery, and the high-rate battery Characterized in that it comprises a control device for controlling the charging and discharging of. In particular, the control device stops the driving of the diesel engine, and the combined driving state in which the driving motor can be driven by the AC power generated by the generator and the DC power charged by the high-rate battery, and It is preferable to switch between a battery running state in which the running motor can be driven by DC power charged by the large-capacity battery. Here, “maintenance work” means maintenance work such as inspection and repair of tunnels, as well as track maintenance work such as rail and sleeper replacement and inspection, ballast tamping work, overhead wire inspection and replacement work, etc. It is.

  According to the maintenance vehicle according to the present invention, for example, when heading for a tunnel that is a work site, the vehicle is switched to the combined traveling state. As a result, the driving power is driven by assisting the AC power generated by the generator with the DC power charged by the high-rate battery. For this reason, the accelerating force that can be assisted increases, and it is possible to rush to the work site. On the other hand, when maintenance work is performed in the tunnel, it is switched to the battery running state. Thereby, in a tunnel, the drive of a diesel engine can be stopped and it can prevent that the exhaust gas from a diesel engine fills up. And it can drive | work for a long time with the direct-current power which the large capacity type battery is charging, and the time for performing maintenance work can be secured for a long time.

In the maintenance vehicle according to the present invention, it is preferable that the control device switches the switch of the electric circuit so that the high-rate battery is charged with regenerative power generated by the travel motor during braking.
In this case, since the high-rate battery is a high-regenerative battery, the regenerative power at the time of braking is charged to the high-rate battery, so that the regenerative power is higher than when charging a large-capacity battery. growing. For this reason, the high-rate battery can be rapidly charged and the deceleration force during braking can be increased.

In the maintenance vehicle according to the present invention, a first monitoring sensor that detects a charge amount of the large-capacity battery is provided, and a second monitor sensor that detects a charge amount of the high-rate battery is provided. A semiconductor switch that is controlled to be switched on and off by the control device is provided between the capacity type battery and the generator and between the high-rate battery and the generator, respectively. When the charge amount of the large capacity battery detected by the first monitoring sensor is smaller than a predetermined reference value, the large capacity battery is charged with the electric power generated by the generator by controlling the semiconductor switches, When the charge amount of the high-rate battery detected by the second monitoring sensor is smaller than a predetermined reference value, the generator generates power by controlling the semiconductor switches. It is preferable to charge the high-rate-type battery with power.
In this case, when the charge amount of the large capacity battery decreases, the large capacity battery is automatically charged by the electric power generated by the generator. Further, when the charge amount of the high-rate battery decreases, the high-rate battery is automatically charged with the power generated by the generator. In this way, either of the batteries is automatically charged according to the charge amount of the large capacity battery and the charge amount of the high-rate battery, and the shortage of the charge amount can be automatically prevented.

  Further, the maintenance vehicle according to the present invention includes an approach warning device that acquires GPS position information of the vehicle, wherein the control device includes a database storing tunnel position information, and the GPS position information of the vehicle. And an in-tunnel determination unit that determines whether or not it is located in the tunnel by comparing the position information of the tunnel with the position information of the tunnel, and automatically switches to the battery running state when it is determined to be located in the tunnel You may comprise.

  Alternatively, an input unit for inputting a travel position by manual operation is provided, and the control device stores a travel distance calculation unit that calculates a travel distance from the input travel position and tunnel position information. And a determination unit in the tunnel for determining whether or not the vehicle is located in the tunnel by comparing the travel distance from the travel position and the position information of the tunnel, and determining that the database is located in the tunnel. In this case, the battery may be automatically switched to the battery running state.

  Alternatively, a point detection device that receives a point signal from a ground element installed in the vicinity of the tunnel is provided, and the control device includes a mileage calculation unit that calculates a mileage from the received point signal, and position information of the tunnel A pre-stored database, and an in-tunnel determination unit that determines whether or not the vehicle is located in the tunnel by comparing the travel distance from the point signal and the position information of the tunnel, It may be configured to automatically switch to the battery running state when it is determined that it is located.

  In these cases, the driving of the diesel engine can be stopped by automatically switching to the battery running state while the maintenance vehicle is located in the tunnel. Therefore, the worker on the maintenance vehicle is not aware of the timing of stopping the driving of the diesel engine, and can concentrate on other work.

  According to the maintenance vehicle of the present invention, the exhaust gas is prevented from being filled in the tunnel, and both the express to the work site and the maintenance work at the work site are ensured for a long time. be able to.

It is the front view which showed the vehicle for maintenance of 1st Embodiment. It is a top view of the vehicle for maintenance shown in FIG. It is a functional block diagram of each apparatus with which the vehicle for maintenance shown in FIG. 1 is provided. It is the figure which showed the electric power supply state of the battery running state. It is the figure which showed the electric power supply state of the 1st combined driving state. It is the figure which showed the electric power supply state of the 3rd combined driving state. It is the figure which showed the electric power supply state at the time of supplying the electric power which the generator generated to a large capacity type battery. It is the figure which showed the electric power supply state at the time of supplying the regenerative electric power at the time of braking to a high rate type battery. It is a functional block diagram of each apparatus with which the vehicle for maintenance of 2nd Embodiment is provided. It is a functional block diagram of the control apparatus of 2nd Embodiment. It is a functional block diagram of each apparatus with which the vehicle for maintenance of 3rd Embodiment is provided. It is a functional block diagram of the control apparatus of 3rd Embodiment. It is a functional block diagram of each apparatus with which the vehicle for maintenance of 4th Embodiment is provided. It is a functional block diagram of the control apparatus of 4th Embodiment. It is a functional block diagram of each apparatus with which the conventional railway work vehicle described in patent document 1 is provided.

<First Embodiment>
Embodiments of a maintenance vehicle according to the present invention will be described with reference to the drawings. FIG. 1 is a front view showing the maintenance vehicle 1 of the first embodiment, and FIG. 2 is a plan view of the maintenance vehicle 1 shown in FIG. 1 and 2 mainly show the devices included in the maintenance vehicle 1. FIG. 3 is a functional block diagram of each device provided in the maintenance vehicle 1.

  The maintenance vehicle 1 moves on the railroad SR on which the railway vehicle travels, and the worker performs track maintenance work such as replacement and inspection of rails or sleepers of the railroad SR, ballast tamping work, overhead wire inspection and reworking work, and This is a vehicle for performing maintenance work such as tunnel inspection and repair (hereinafter referred to as “maintenance work” including track maintenance work). As shown in FIGS. 1 and 2, the maintenance vehicle 1 includes travel motors 3 and 3 suspended below the frame 2 (hereinafter simply referred to as “travel motor 3”). The wheels 5 and 5 are rotated via the propulsion shafts 4 and 4 so as to travel on the track SR. And the connector 6 is provided in the both ends of the rail direction (left-right direction of FIG. 1) of the base frame 2 so that another vehicle can be pulled from the front or propelled from the back.

  Further, the maintenance vehicle 1 includes an engine room 7 on the rear side of the vehicle (left side in FIG. 1) on the upper side of the frame 2, and a cab 8 on the front side (right side in FIG. 1) of the vehicle. Yes. In the engine room 7, a diesel engine 10, a generator 20, a converter device 30, inverter devices 40 and 40 (hereinafter simply referred to as “inverter device 40”), and a large-capacity battery 51 are mainly used. Is provided. In the cab 8, as shown in FIG. 2, a high-rate battery 52, a cab 60 for operating by an operator, and a control device 70 that controls each device in the engine room 7 (see FIG. 2). 3). The high-rate battery 52 is arranged in an empty space below the cab 60, but the arrangement of the high-rate battery 52 and the large-capacity battery 51 is not limited to the illustrated positions and can be changed as appropriate. is there.

  The diesel engine 10 drives a generator 20 (diesel generator), and does not generate a driving force that rotationally drives the wheels 5. Therefore, the diesel engine 10 is relatively small, and is driven at a predetermined rated rotational speed to generate the generator 20. Exhaust gas generated by driving the diesel engine 10 is discharged from the exhaust pipe 10a.

  The generator 20 generates AC power for driving the traveling motor 3 to rotate. The generator 20 is integrally connected to the diesel engine 10, and generates electric power when the control device 70 drives the diesel engine 10. The AC power generated by the generator 20 is supplied to the converter device 30.

  The converter device 30 converts AC power generated by the generator 20 into DC power, and outputs predetermined power and a predetermined voltage according to a control command from the control device 70. The DC power converted by the converter device 30 is supplied to the inverter device 40. In addition, the control device 70 controls the electric circuit so that the DC power converted by the converter device 30 can be supplied to the large capacity battery 51.

  The inverter device 40 converts the DC power converted by the converter device 30 and the DC power supplied from the batteries 51 and 52 into AC power. The converted AC power is supplied to the traveling motor 3, and the traveling motor 3 is rotationally driven. The rotational torque generated by the traveling motor 3 is transmitted to the speed reducers 9 and 9 via the propulsion shafts 4 and 4, and the amplified rotational torque is transmitted to the wheels 5 and 5. Further, the inverter device 40 variably controls the voltage and frequency of the AC power according to the control command of the control device 70 so that the traveling motor 3 can generate an appropriate rotational torque.

  By the way, the maintenance vehicle 1 of the present embodiment is characterized in that two types of batteries, a large-capacity battery 51 and a high-rate battery 52, are mounted in order to drive the traveling motor 3. The large-capacity battery 51 is used so as to ensure a long time for maintenance work at the work site. Among various types of batteries, the battery capacity is relatively large. The output power (charge / discharge capacity) is relatively small. That is, the large capacity battery 51 is a battery having a large capacity and a small output. For example, the large-capacity battery 51 of the present embodiment is a lithium ion secondary battery having a battery capacity of 50 Ah, a maximum capacity during discharging of 6 C, and a maximum capacity during charging of 2.5 C.

  On the other hand, the high-rate battery 52 is used so that it can be as quick as possible to the work site. Among various batteries, the power that can be instantaneously output during charging and discharging is relatively large, but the battery capacity is relatively small. It is. That is, the high-rate battery 52 is a high output and low capacity battery. For example, the high-rate battery 52 of the present embodiment is a lithium ion secondary battery having a battery capacity of 30 Ah, a maximum capacity during discharging of 20 C, and a maximum capacity during charging of 20 C. The battery capacity, the capacity at the time of discharging, and the capacity at the time of charging are not limited to the above numerical values, and can be changed as appropriate.

  Thus, in the maintenance vehicle 1 of the present embodiment, a line for supplying electric power from the generator 20 to the traveling motor 3, a line for supplying electric power from the large-capacity battery 51 to the traveling motor 3, and a high-rate battery 52 There are provided three systems of lines for supplying electric power to the traveling motor 3 from the vehicle. In addition to the large-capacity battery 51 and the high-rate battery 52, a control power supply 53 for generating a voltage for operating the auxiliary machine is provided.

  The cab 60 is provided with a mascon handle, a brake handle, and the like so that workers in the cab 8 perform driving operations. Further, the cab 60 of the present embodiment is provided with a changeover switch 61 for switching the power supply means to the traveling motor 3 by manual operation. In this change-over switch 61, when the “generator mode” for running only with the electric power of the generator 20 is selected, a first control signal is output to the control device 70, and the battery (the large-capacity battery 51 or / and the high-rate battery 51). When the “battery mode” that travels with only the electric power of the generator is selected, a second control signal is output to the control device 70, and when the “combination mode” that travels with the power of the generator 20 and the battery is selected, Is output. The configuration of the selector switch 61 is not limited to a switch, and may be a button or a lever and can be changed as appropriate.

  The control device 70 controls each device and electric circuit in the engine room 7 to switch the power supply means to the traveling motor 3. The electric circuit for switching the power supply means is provided with switches 41, 54, 55, and the control device 70 can switch the power supply from the converter device 30 to the inverter device 40 by turning the switch 41 on or off. The power supply from the large-capacity battery 51 to the inverter device 40 can be switched by turning on or off the switch 54, and the power supply from the high-rate battery 52 to the inverter device 40 can be switched by turning on or off the switch 55. Can be switched. Each of the switches 41, 54, and 55 is a mechanical switch such as a relay.

  When the first control signal is input in the “generator mode”, the control device 70 switches to the “generator traveling state” in which the traveling motor 3 can be driven only by the AC power generated by the generator 20. In this “generator running state”, the switch 41 remains on, the switch 54 is switched off, and the switch 55 is switched off. Thereby, it can drive | work, without using the electric power which the large capacity | capacitance type | mold battery 51 and the high rate type | mold battery 52 are charging.

  When the second control signal is input in the “battery mode”, the control device 70 can stop the driving of the diesel engine 10 and can drive the traveling motor 3 with DC power charged by the large-capacity battery 51. Switch to “Battery running state”. Here, the “battery running state” is classified into the following three in detail. First, as described above, the traveling motor 3 is driven only by the DC power charged by the large-capacity battery 51, and this is referred to as a “first battery traveling state”. This “first battery running state” is effective when the driving of the diesel engine 10 is stopped and the vehicle runs for a long time in a situation where high output is not required.

  Secondly, the driving motor 3 is driven only by the DC power charged by the high-rate battery 52, and this is referred to as a “second battery driving state”. This “second battery running state” is effective when driving of the diesel engine 10 is stopped and high output is required on a slope. Third, the traveling motor 3 is driven only by the DC power charged by the large-capacity battery 51 and the DC power charged by the high-rate battery 52. This is referred to as a “third battery traveling state”. I will call it. This “third battery running state” is effective when the driving of the diesel engine 10 is stopped and a higher output than the “first battery running state” is required on a steep slope. The switching between the “first battery running state”, the “second battery running state”, and the “third battery running state” may be artificially switchable or automatically performed by the control device 70. It may be possible.

  Here, FIG. 4 is a diagram showing the power supply state of the “first battery running state”. As shown in FIG. 4, in the “first battery running state”, the switch 41 remains on, the switch 54 is turned on, and the switch 55 is turned off. As a result, the driving of the diesel engine 10 is stopped and the generator 20 does not generate power, and the electric power of the large-capacity battery 51 can be supplied to the traveling motor 3 to travel. As a result, exhaust gas is not discharged from the diesel engine 10 and the driving sound of the diesel engine 10 can be eliminated. Furthermore, the fuel consumption of the diesel engine 10 can be reduced.

  On the other hand, when the third control signal is input in the “combination mode”, the control device 70 uses the AC power generated by the generator 20 and the DC power charged by the high-rate battery 52 to drive the traveling motor 3. Is switched to the “combined running state” where can be driven. Here, the “combined running state” is classified into the following three in detail. First, as described above, the driving motor 3 is driven by the AC power generated by the generator 20 and the DC power charged by the high-rate battery 52. This is referred to as a “first combined driving state”. I will call it. This “first combined running state” is effective when a high output is required on a slope or the like.

  Secondly, the driving motor 3 is driven by the AC power generated by the generator 20 and the DC power charged by the large-capacity battery 51. This is referred to as a “second combined driving state”. To do. This “second combined running state” is effective when the output is higher than the “normal running state” but the output of the high-rate battery 52 is not necessary. Third, the traveling motor 3 is driven by the AC power generated by the generator 20, the DC power charged by the high-rate battery 52, and the DC power charged by the large-capacity battery 51. Will be referred to as a “third combined running state”. This “third combined traveling state” is effective when a higher output is required than the “first combined traveling state” on a steep slope. The switching between the “first combined traveling state”, the “second combined traveling state”, and the “third combined traveling state” may be artificially switched or automatically switched by the control device 70. It may be possible.

  Here, FIG. 5 is a diagram showing a power supply state of the “first combined running state”. As shown in FIG. 5, in the “first combined running state”, the switch 41 remains on, the switch 54 is turned off, and the switch 55 is turned on. Thereby, since the electric power charged by the high-rate battery 52 is assisted with respect to the electric power generated by the generator 20 and supplied to the traveling motor 3, the acceleration force can be increased by the large electric power supplied. .

  FIG. 6 is a diagram showing a power supply state in the “third combined running state”. As shown in FIG. 6, in the “third combined running state”, the switch 41 remains on, the switch 54 is turned on, and the switch 55 is turned on. As a result, the electric power generated by the generator 20 is assisted by the electric power charged by the large-capacity battery 51 and the high-rate battery 52 and supplied to the traveling motor 3. The force and traction force can be maximized.

  Next, a situation where the large capacity battery 51 is charged will be described. In the present embodiment, a first current / voltage sensor 56 (first monitoring sensor) that detects a charge amount (remaining capacity SOC) of the large-capacity battery 51 is provided, and a second current / voltage sensor 56 that detects the charge amount of the high-rate battery 52 is detected. A current / voltage sensor 57 (second monitoring sensor) is provided. The first current / voltage sensor 56 constantly monitors the current / voltage value of the large-capacity battery 51 and outputs the detected current / voltage value to the control device 70. The second current / voltage sensor 57 constantly monitors the current / voltage value of the high-rate battery 52 and outputs the detected current / voltage value to the control device 70.

  The controller 70 estimates the charge amounts of the large-capacity battery 51 and the high-rate battery 52 based on the input current / voltage value. Each charge amount is displayed on a monitor MO provided in the cab 8 so that a worker who performs a driving operation can check the charge amount. Note that the control device 70 also receives temperature and the like in order to estimate the charge amount and failure (abnormal battery) of the large capacity battery 51 and the high rate battery 52.

  Thus, when the operator who performs the driving operation determines that the charge amount of the large-capacity battery 51 is small on the monitor MO, the “charge mode” is selected by the changeover switch 61. Accordingly, the fourth control signal is output from the changeover switch 61 to the control device 70, and the control device 70 switches to the “charge state”. Here, FIG. 7 is a diagram illustrating a power supply state of a “charge state”. As shown in FIG. 7, in the “charged state”, the switch 41 is turned off, the switch 54 is turned on, and the switch 55 is turned off. Thereby, the electric power generated by the generator 20 can be supplied to the large capacity battery 51 via the converter device 30. For this reason, for example, when traveling using inertial force in a situation where the rotational driving force of the traveling motor 3 is not required, the operator who performs the driving operation selects the “charging mode”, so that the large capacity battery 51 can be charged.

  Furthermore, the maintenance vehicle 1 of the present embodiment is configured to charge the regenerative power generated when the high-rate battery 52 is braked. FIG. 8 is a diagram showing a power supply state when regenerative power at the time of braking is supplied to the high-rate battery 52. As shown in FIG. 8, at the time of braking, according to the control command of the control device 70, the traveling motor 3 functions as a generator to generate regenerative power, the switch 41 remains on, and the switch 54 is switched off. , Switch 55 is turned on. Thus, when the regenerative brake acts, regenerative power can be supplied to the high-rate battery 52 via the inverter device 40, and the high-rate battery 52 can be charged.

  Here, the reason for charging the high-rate battery 52 with regenerative power will be described. As described above, the high-rate battery 52 has a maximum capacity of 20C during charging, whereas the large-capacity battery 51 has a maximum capacity of 2.5C during charging. That is, the high-rate battery 52 is a regenerative battery compared to the large capacity battery 51. For this reason, the regenerative electric power at the time of braking is charged in the high-rate battery 52, so that the electric power regenerated (charged) becomes larger than when the large capacity battery 51 is charged. Therefore, the high-rate battery 52 can be charged quickly and the deceleration force during braking can be increased.

Next, the operation and effect of the maintenance vehicle 1 of the first embodiment will be described in different scenes.
When heading from the maintenance base to the tunnel that is the work site, or when returning from the tunnel to the maintenance base after the maintenance work is completed, the worker who operates the cab 60 selects the changeover switch 61 to the “combined mode”. Thus, the “first combined running state” shown in FIG. 5 is set. In this way, the electric power charged by the high-rate battery 52 is assisted by the electric power generated by the generator 20 without consuming the electric power charged by the large-capacity battery 51, and the traveling motor 3 rotates. To drive. At this time, the high-rate battery 52 has a large amount of electric power that can be instantaneously output at the time of discharging. Therefore, a large electric power can be supplied to the traveling motor 3 to increase the acceleration force. As a result, it is possible to rush to the tunnel (in a short time) and return quickly to the maintenance base.

  When traveling on a steep uphill, for example, the control device 70 sets the “third combined traveling state” shown in FIG. 6. Thus, the electric power generated by the generator 20 is assisted by the electric power charged by the high-rate battery 52 and the large-capacity battery 51, and the traveling motor 3 is rotationally driven. At this time, as compared with the “first combined running state”, a larger amount of electric power is supplied to the running motor 3, and the acceleration force and the traction force can be maximized. As a result, the vehicle can travel smoothly even on a steep uphill.

  On the other hand, when traveling in a tunnel or traveling at night in a section where countermeasures against noise are required around a private house or the like, an operator who operates the cab 60 sets the changeover switch 61 to “battery mode”. Select Thus, the “first battery running state” shown in FIG. 4 is set. Thus, the driving of the diesel engine 10 is stopped, and the vehicle can travel only with the electric power charged by the large capacity battery 51. At this time, the large-capacity battery 51 has a large battery capacity and does not consume the charged power in the “first combined running state”, and therefore supplies power to the running motor 3 for a long time. Can do. As a result, it is possible to secure a long time for maintenance work in the tunnel while preventing exhaust gas from filling the tunnel. Further, even when traveling around a private house or the like, noise due to driving of the diesel engine 10 can be prevented.

  The maintenance vehicle 1 consumes the power of the large-capacity battery 51 at the work site, returns to the maintenance base, and waits at the maintenance base in the daytime. For this reason, while the maintenance vehicle 1 is on standby, a charger is connected to the large-capacity battery 51, and the large-capacity battery 51 is rapidly recovered and charged in about one hour. Thus, before going to the next work site, the large-capacity battery 51 can be fully charged to prepare for the next maintenance work.

  In addition, the maintenance vehicle 1 of the present embodiment has the following operational effects in addition to the operational effects described above. The maintenance vehicle 1 is a hybrid vehicle in which the drive source is a generator 20 (diesel engine 10) and batteries 51 and 52, and the generator 20 is integrally connected to the diesel engine 10 so that the traveling motor 3 is connected. This is the so-called “series system”. For this reason, a relatively small diesel engine 10 is mounted, and a special transmission (a power with a torque converter) such as the “parallel type” railway work vehicle 101 (see FIG. 15) described in Patent Document 1 above. There is no shift transmission 120). As a result, the degree of freedom of arrangement of each device is large, and the overall configuration can be made compact.

  Furthermore, with this “series system”, the generator 20, the inverter device 40, the batteries 51 and 52, and the traveling motor 3 can use standard products of each device manufacturer, and are newly developed in addition to the control device 70. There is no equipment to do. Therefore, since the maintenance vehicle 1 of the present embodiment has almost no special equipment, the maintenance vehicle 1 can be manufactured at a low cost in a maintenance vehicle having a particularly small number of manufactured vehicles. Furthermore, since there is no transmission, there is also an advantage that there is no trouble of periodically overhauling the transmission.

Second Embodiment
Next, the maintenance vehicle 1A according to the second embodiment will be described with reference to FIGS. The second embodiment is characterized in that the GPS position information and the database are used to automatically switch to the “first battery running state” when it is determined that the vehicle is located in the tunnel. Further, the control device 70 switches between charging the large capacity battery 51 or charging the high rate battery 52 based on the charge amounts of the large capacity battery 51 and the high rate battery 52. FIG. 9 is a functional block diagram of each device provided in the maintenance vehicle 1A of the second embodiment, and FIG. 10 is a functional block diagram of a control device 70A of the second embodiment.

  As shown in FIG. 9, between the large-capacity battery 51 and the generator 20 and between the high-rate battery 52 and the generator 20, a semiconductor switch whose ON / OFF switching is controlled by the control device 70A. 58 and 59 are provided. As these semiconductor switches 58 and 59, two thyristors are connected in parallel in opposite directions as a relatively simple configuration. The configuration of the semiconductor switches 58 and 59 is not limited to the thyristor, and may be configured by a MOSFET, an IGBT, or the like.

  The control device 70A according to the second embodiment can switch on and off the semiconductor switches 58 and 59 having a high operating speed at high speed, and each control signal input from the changeover switch 61 indicates “first” shown in FIG. The battery running state ", the" first combined traveling state "shown in FIG. 5, and the" third combined traveling state "shown in FIG. 6 can be switched. When the charge amount of the large-capacity battery 51 input from the first current / voltage sensor 56 is smaller than a predetermined reference value, the control device 70A controls on and off of the semiconductor switches 58 and 59. The large-capacity battery 51 is charged with the power generated by the generator 20 (see FIG. 7). On the other hand, when the charge amount of the high-rate battery 52 input from the second current / voltage sensor 57 is less than a predetermined reference value, the control device 70A controls the semiconductor switches 58 and 59 to be turned on and off, The high-rate battery 52 is charged with the electric power generated by the generator 20. Thus, depending on the charge amount of the large capacity battery 51 and the charge amount of the high-rate battery 52, one of the batteries 51, 52 is automatically charged, and a shortage of the charge amount can be prevented.

  Further, when the controller 70A charges the large capacity battery 51 with the electric power generated by the generator 20, the control device 70A determines that the charge amount of the large capacity battery 51 is sufficient. Switch on and off in reverse. As a result, the electric power generated by the generator 20 can be supplied and charged to the high-rate battery 52 having a smaller charge amount without supplying the large-capacity battery 51. Thus, when charging with the power generated by the generator 20, the batteries 51 and 52 that require more charging are automatically switched under the control of the semiconductor switches 58 and 59.

  Further, when the control device 70A determines that the charge amount of the high-rate battery 52 is sufficient when charging the high-rate battery 52 with regenerative power during braking, the control device 70A turns on the semiconductor switch 58 and the semiconductor switch 59. Switch between and off. Thereby, the regenerative electric power at the time of braking can be supplied and charged to the large-capacity battery 51 having a smaller charge amount without supplying it to the high-rate battery 52. Thus, when charging with regenerative power during braking, the batteries 51 and 52 that require more charging can be automatically charged under the control of the semiconductor switches 58 and 59.

  Further, as shown in FIG. 9, the maintenance vehicle 1A is provided with an approach warning device 80 for receiving radio waves from the GPS satellite ES. In 2nd Embodiment, the apparatus for acquiring the position in a local point is not newly provided by using this approach warning apparatus 80. FIG. The approach warning device 80 acquires GPS position information (hereinafter simply referred to as “GPS position information”) at the local point of the maintenance vehicle 1A based on the radio wave received from the GPS satellite ES, and acquires the acquired GPS position information. Are sequentially transmitted to the control device 70A. Here, as shown in FIG. 10, the control device 70A has a database 71 and an in-tunnel determination unit 72A. The database 71 includes position information (latitude / longitude / altitude) of all tunnels existing on each track. , Length, etc.).

  The in-tunnel determination unit 72A is sequentially input with GPS position information from the approach warning device 80, and is sequentially input with tunnel position information from the database 71. Thereby, it is possible to determine whether or not the maintenance vehicle 1A is currently located in the tunnel by comparing the GPS position information and the tunnel position information. Thus, when it is determined that it is located in the tunnel, the controller 70A automatically switches to the “first generator running state” shown in FIG. 4, and when it is determined that it is not located in the tunnel, the controller 70A is in the current state. Is supposed to maintain. Since the other configuration of the second embodiment is the same as the configuration of the first embodiment described above, description thereof is omitted.

The effects of the maintenance vehicle 1A of the second embodiment will be described.
According to the second embodiment, while the maintenance vehicle 1A is located in the tunnel, the driving of the diesel engine 10 can be stopped automatically by switching to the “first battery running state”. Therefore, the worker on the maintenance vehicle 1A is not aware of the timing to stop driving the diesel engine 10, and can concentrate on other work. In the second embodiment, the configuration for automatically switching to the “first battery running state” uses the proximity alarm device 80 and the database 71 that are prepared in advance, and only changes the setting of the control device 70A slightly. Therefore, it can be carried out relatively inexpensively and easily. Other functions and effects of the second embodiment are the same as the functions and effects of the first embodiment described above, and a description thereof will be omitted.

<Third Embodiment>
Next, a maintenance vehicle 1B according to a third embodiment will be described with reference to FIGS. The third embodiment is characterized by automatically switching to the “first battery running state” when it is determined that the vehicle is located in the tunnel by using the travel distance from the manually input travel position and the database. Yes. FIG. 11 is a functional block diagram of each device provided in the maintenance vehicle 1B of the third embodiment, and FIG. 12 is a functional block diagram of a control device 70B of the third embodiment.

  As shown in FIG. 11, the maintenance vehicle 1B is provided with a speed generator 90 as a detector for measuring a travel distance. The speed generator 90 is attached to the motor shaft of the traveling motor 3 and sequentially transmits a pulse-like or wave-like output signal generated along with the rotation of the motor shaft to the control device 70B. The speed generator 90 may be attached to the axle of the wheel 5. The detector for measuring the travel distance is not limited to the speed generator 90, and may be, for example, an acceleration sensor that detects acceleration in the traveling direction, and can be changed as appropriate.

  Further, the maintenance vehicle 1B is provided with an input switch 62 as an input unit for inputting a travel position by manual operation. Here, the traveling position is a starting point that serves as a reference when measuring the traveling distance. The input switch 62 is provided on the cab 60 so that it can be manually operated with a touch panel. When an operator who performs the driving operation presses the input switch 62, a signal indicating the traveling position is transmitted to the control device 70B. In addition, the structure of the input part which inputs a driving | running | working position is not limited to a touch panel, For example, a button and a lever may be sufficient and can be changed suitably. Here, as shown in FIG. 12, the control device 70B includes a database 71, a tunnel determination unit 72B, and a travel distance calculation unit 73B.

  The database 71 stores position information of all tunnels existing on each track. The travel distance calculation unit 73B sequentially receives and counts output signals from the speed generator 90, and calculates the distance traveled by the maintenance vehicle 1B. The travel distance calculation unit 73B receives a signal indicating the travel position from the input switch 62, and calculates a travel distance (travel distance from the travel position) from when the signal is input. To do.

  The in-tunnel determination unit 72B is sequentially input with the travel distance from the travel position, and is sequentially input with the tunnel position information from the database 71. Thereby, the travel distance from the travel position and the tunnel position information (distance from the travel position to the tunnel) are collated to determine whether or not the maintenance vehicle 1B is located in the tunnel at the local point. it can. Thus, when it is determined that it is located within the tunnel, the control device 70B automatically switches to the “first battery running state” shown in FIG. 4, and when it is determined that it is not located within the tunnel, the control device 70B indicates the current state. To maintain. Since the other configuration of the third embodiment is the same as the configuration of the second embodiment described above, description thereof is omitted.

The effect of the maintenance vehicle 1B of 3rd Embodiment is demonstrated.
According to the third embodiment, an operator who performs a driving operation presses the input switch 62 at the start of driving, for example, and the travel distance calculation unit 73B calculates the travel distance from the travel position at the start of driving. Then, in-tunnel determination section 72B collates the travel distance from the travel position at the start of operation with the position information of the tunnel. Thus, when the maintenance vehicle 1B enters the tunnel, the driving of the diesel engine 10 can be stopped automatically by switching to the “first battery running state”. Therefore, the worker on the maintenance vehicle 1B is not aware of the timing of stopping the driving of the diesel engine 10, and can concentrate on other work. In the third embodiment, the configuration for automatically switching to the “first battery running state” includes an input switch 62, a database 71 provided in advance, and a detector (speed generator 90) for measuring the running distance. Since it is used and the setting of the control device 70B is only slightly changed, it can be carried out relatively inexpensively and easily. Other functions and effects of the third embodiment are the same as the functions and effects of the second embodiment described above, and a description thereof will be omitted.

<Fourth embodiment>
Next, a maintenance vehicle 1 </ b> C according to a fourth embodiment will be described with reference to FIGS. 13 and 14. The fourth embodiment is characterized by automatically switching to the “first battery running state” when it is determined that the vehicle is located in the tunnel using the travel distance from the received point signal and the database. FIG. 13 is a functional block diagram of each device provided in the maintenance vehicle 1C of the fourth embodiment, and FIG. 14 is a functional block diagram of a control device 70C of the fourth embodiment.

  As shown in FIG. 13, the maintenance vehicle 1 </ b> C is provided with a speed generator 90 as in the maintenance vehicle 1 </ b> B of the third embodiment. And the point detection apparatus 100 is newly provided in the maintenance vehicle 1, and the ground unit TS is newly installed near the tunnel. The ground unit TS transmits a point signal to the point detection device 100 when the maintenance vehicle 1C passes, and is different from the ground unit for passenger cars and the like to perform point detection. In addition, the point detection device 100 only transmits a point signal received from the ground child TS to the control device 70C, and is different from an expensive vehicle upper member mounted on a passenger car or the like. In this way, the point signal is received with a configuration that is as inexpensive as possible without using a ground element for detecting the point in a passenger car or the like.

  As shown in FIG. 14, the database 71 stores position information of all tunnels existing on each track. The travel distance calculation unit 73C sequentially receives and counts output signals from the speed generator 90, and calculates the distance traveled by the maintenance vehicle 1C. The travel distance calculation unit 73C receives a point signal from the point detection device 100, and calculates a travel distance (travel distance from the point signal) from when the point signal is input. .

  The in-tunnel determination unit 72C is sequentially input with the travel distance from the point signal and is sequentially input with the tunnel position information from the database 71. Thus, the travel distance from the point signal and the tunnel position information (distance from the point signal to the tunnel) are collated to determine whether or not the maintenance vehicle 1C is located in the tunnel at the local point. it can. Thus, when it is determined that it is located in the tunnel, the control device 70C automatically switches to the “first battery running state” shown in FIG. 4, and when it is determined that it is not located in the tunnel, the control device 70C changes the current state. To maintain. Since the other configuration of the fourth embodiment is the same as the configuration of the second embodiment described above, description thereof is omitted.

Effects of the maintenance vehicle 1C according to the fourth embodiment will be described.
According to the fourth embodiment, when the maintenance vehicle 1C approaches the vicinity of the tunnel, the point detection device 100 receives the point signal from the ground unit TS, and the travel distance calculation unit 73C calculates the travel distance from the point signal. . Then, the in-tunnel determination unit 72C collates the travel distance from the point signal with the position information of the tunnel. Thus, when the maintenance vehicle 1C enters the tunnel, the driving of the diesel engine 10 can be stopped automatically by switching to the “first battery running state”. Therefore, the worker on the maintenance vehicle 1 </ b> C is not aware of the timing for stopping the driving of the diesel engine 10, and can concentrate on other work. The other operational effects of the fourth embodiment are the same as the operational effects of the second embodiment described above, and thus the description thereof is omitted.

As mentioned above, although each embodiment of the maintenance vehicle which concerns on this invention was described, this invention is not limited to this, A various change is possible in the range which does not deviate from the meaning.
In each embodiment, the large-capacity battery 51 and the high-rate battery 52 are constituted by lithium ion secondary batteries. However, the types of the batteries 51 and 52 can be changed as appropriate, for example, to keep costs low. The large capacity battery 51 may be constituted by a lead storage battery.
In addition, the diesel engine 10 is driven at a predetermined rated speed to generate the generator 20, but as a modification, when the fuel of the diesel engine 10 becomes a predetermined amount or less, the fuel consumption during traveling In order to suppress this, the power generation of the generator 20 may be stopped by automatically stopping the diesel engine 10.

1, 1A, 1B, 1C Maintenance vehicle 3 Motor 5 Wheel 10 Diesel engine 20 Generator 30 Converter device 40 Inverter devices 41, 54, 55 Switch 51 Large capacity battery 52 High rate battery 56 First current / voltage sensor 57 Second current / voltage sensor 58, 59 Semiconductor switch 60 Driver's cab 61 Changeover switch 62 Input switches 70, 70A, 70B, 70C Control device 71 Database 72B, 72C In-tunnel judgment units 73B, 73C Travel distance calculation unit 80 Approach warning device 90 speed generator 100 point detector

Claims (5)

In a maintenance vehicle for carrying out maintenance work by moving a track on which a railway vehicle travels with a diesel engine,
A generator that is integrally connected to the diesel engine and generates AC power by driving the diesel engine;
A converter device capable of converting AC power generated by the generator into DC power;
An inverter device capable of converting the DC power converted by the converter device into AC power;
A large-capacity battery having a large capacity and low output capable of supplying DC power to the inverter device;
A high-rate battery having a high output and a small capacity capable of supplying DC power to the inverter device;
A traveling motor that rotates and rotates wheels by AC power converted by the inverter device;
A control device for controlling charge / discharge of the large-capacity battery and charge / discharge of the high-rate battery;
An approach warning device for acquiring GPS position information of the vehicle ,
The control device is configured to drive the traveling motor with AC power generated by the generator and DC power charged by the high-rate battery. Switching between a battery running state in which driving is stopped and the running motor can be driven by DC power charged by the large-capacity battery;
The control device includes a database that stores tunnel position information, and an in-tunnel determination unit that determines whether the vehicle is positioned in the tunnel by checking the GPS position information of the vehicle and the position information of the tunnel. Automatically switching to the battery running state when it is determined to be located in the tunnel,
A vehicle for maintenance. In a maintenance vehicle for carrying out maintenance work by moving a track on which a railway vehicle travels with a diesel engine,
A generator that is integrally connected to the diesel engine and generates AC power by driving the diesel engine;
A converter device capable of converting AC power generated by the generator into DC power;
An inverter device capable of converting the DC power converted by the converter device into AC power;
A large-capacity battery having a large capacity and low output capable of supplying DC power to the inverter device;
A high-rate battery having a high output and a small capacity capable of supplying DC power to the inverter device;
A traveling motor that rotates and rotates wheels by AC power converted by the inverter device;
A control device for controlling charging / discharging of the large-capacity battery and charging / discharging of the high-rate battery,
The control device is configured to drive the traveling motor with AC power generated by the generator and DC power charged by the high-rate battery. Switching between a battery running state in which driving is stopped and the running motor can be driven by DC power charged by the large-capacity battery;
An input unit is provided for inputting the travel position by manual operation.
The control device includes a travel distance calculation unit that calculates a travel distance from the input travel position, a database storing tunnel position information, a travel distance from the travel position, and the tunnel position information. An in-tunnel determination unit that determines whether or not it is located in the tunnel by collating, and automatically switching to the battery running state when it is determined to be located in the tunnel,
A vehicle for maintenance. In a maintenance vehicle for carrying out maintenance work by moving a track on which a railway vehicle travels with a diesel engine,
A generator that is integrally connected to the diesel engine and generates AC power by driving the diesel engine;
A converter device capable of converting AC power generated by the generator into DC power;
An inverter device capable of converting the DC power converted by the converter device into AC power;
A large-capacity battery having a large capacity and low output capable of supplying DC power to the inverter device;
A high-rate battery having a high output and a small capacity capable of supplying DC power to the inverter device;
A traveling motor that rotates and rotates wheels by AC power converted by the inverter device;
A control device for controlling charging / discharging of the large-capacity battery and charging / discharging of the high-rate battery,
The control device is configured to drive the traveling motor with AC power generated by the generator and DC power charged by the high-rate battery. Switching between a battery running state in which driving is stopped and the running motor can be driven by DC power charged by the large-capacity battery;
A point detection device that receives a point signal from the ground unit installed near the tunnel is provided.
The control device includes a travel distance calculation unit that calculates a travel distance from the received point signal, a database storing tunnel position information, a travel distance from the point signal, and the tunnel position information. An in-tunnel determination unit that determines whether or not it is located in the tunnel by collating, and automatically switching to the battery running state when it is determined to be located in the tunnel,
A vehicle for maintenance. In the maintenance vehicle according to any one of claims 1 to 3 ,
The control device switches a switch of an electric circuit so that the high-rate battery is charged with regenerative power generated by the traveling motor during braking. In the maintenance vehicle according to any one of claims 1 to 4 ,
A first monitoring sensor for detecting a charge amount of the large-capacity battery is provided;
A second monitoring sensor for detecting a charge amount of the high-rate battery is provided;
Between the large-capacity battery and the generator and between the high-rate battery and the generator are provided semiconductor switches that are controlled to be switched on and off by the control device, respectively.
When the charge amount of the large capacity battery detected by the first monitoring sensor is smaller than a predetermined reference value, the control device controls the semiconductor switches to generate the large capacity type with the electric power generated by the generator. When the charge amount of the high-rate battery detected by the second monitoring sensor is smaller than a predetermined reference value, the high-rate battery is controlled by the electric power generated by the generator by controlling the semiconductor switches. A maintenance vehicle characterized by charging.

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