JP7227730B2 - Electric vehicle power supply system, power supply control method and additional power supply system - Google Patents

Description

The present invention relates to an electric vehicle power supply system and the like.

A power supply system for electric trains in which storage batteries are installed in electric trains, and in electrified sections the traction motors are driven by the power supplied from overhead lines and the storage batteries are charged, while in non-electrified sections the traction motors are driven by the storage battery power. have been developed (see, for example, Patent Documents 1, 2, and 3).

JP 2016-163365 A JP 2015-65732 A Japanese Patent Application Laid-Open No. 2006-340561

A power supply system for electric vehicles that can run on both electrified and non-electrified sections requires more equipment and wiring to support non-electrified sections compared to power systems for electric vehicles that run only on electrified sections. is required, and it is necessary to secure the outfitting space for that amount.

However, in the conventional technology, as typified by Patent Document 1 and Patent Document 2, a main conversion circuit (corresponding to the VVVF inverter 7 of Patent Document 1 and the inverter device 5 of Patent Document 2) that supplies driving power to the traction motor ) to the drive power supply line (corresponding to the intermediate circuit 4 of Cited Document 1) is connected to a storage battery (corresponding to the storage element 6 of Cited Document 1 and the accumulating means 9 of Cited Document 2) to charge and discharge. was common. Therefore, it is necessary to install a large reactor (corresponding to the reactor 5 in Cited Document 1 and the smoothing reactor 11 in Cited Document 2) at the input/output stage of the storage battery, or a large charge/discharge voltage conversion circuit (Patent Document 2, (corresponding to a chopper device composed of a DC-DC converter 8, a smoothing reactor 11 and a smoothing capacitor 12) had to be installed. Therefore, there was a limit to the reduction of the outfitting space.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a power supply system for an electric vehicle capable of running in both electrified and non-electrified sections. The purpose is to propose a new power supply system for electric vehicles that reduces the required outfitting space for

A first invention for solving the above problems is
A current collector (for example, the pantograph PT in FIG. 5) capable of state transition between a current collecting state and a non-collecting state collects current from the contact line in the current collecting state, and the collected power is supplied to the main switchgear (for example, the main switch in FIG. 5). A power supply system for an electric vehicle in which a main conversion circuit for supplying electric power for driving a traction motor and an auxiliary machine circuit related to auxiliary machines are connected to a DC power line supplied via a switchgear (SWM). ,
A rectifier (for example, a diode D1 in FIG. 5) is provided between the main switchgear and the DC power line to allow current flow from the overhead contact line to the DC power line and block reverse current flow. ) and a short-circuit switching device (for example, the short-circuit switching device SWS in FIG. 5) capable of short-circuiting the rectifier (for example, the rectifying unit RCU in FIG. 5);
a power storage unit (eg, power storage unit BTU in FIG. 5) connected to the DC power line via a switchgear (eg, first switchgear SW1 in FIG. 5);
a charge/discharge voltage conversion circuit (for example, the charge/discharge voltage conversion circuit PC in FIG. 5) having one side connected to the DC power line and the other side connected to the power storage unit;
A storage battery mode (for example, FIG. 7 storage battery mode) and a hybrid mode (e.g., overhead line hybrid mode in FIG. 6) that runs based on the power collected from the overhead contact line and the power in the power storage unit (e.g., the control unit (e.g., in FIG. 1 a control unit CTR);
is an electric vehicle power supply system (for example, the power supply system PS1 in FIG. 5).

Also, as another invention,
A current collector capable of transitioning between a current collecting state and a non-collecting state collects power from the overhead contact line in the current collecting state, and supplies the power to the DC power line to which the power is supplied via the main switchgear to drive the main motor. A power supply system for an electric vehicle in which a main conversion circuit for supplying power and an auxiliary circuit for auxiliary equipment are connected, the electric vehicle power supply system being provided between the main switchgear and the DC power line, from the contact line to the A rectifying section having a rectifier that allows flow toward a DC power line and blocks reverse flow, a short-circuit switching device that can short-circuit the rectifier, and a rectifying section that is connected to the DC power line via the switching device. and a charge/discharge voltage conversion circuit having one side connected to the DC power line and the other side connected to the power storage section,
By controlling the closing/opening of the switchgear, the state transition of the current collector, and the operation of the charge/discharge voltage conversion circuit, a storage battery mode in which the vehicle runs on the power of the storage unit, and the overhead contact line. A power supply control method for switching between a hybrid mode in which the vehicle runs based on the power collected from the power storage unit and the power stored in the power storage unit may be configured.

As yet another invention,
A main conversion circuit that supplies power for driving a main motor based on the power collected from the contact line in the current collecting state by a current collector capable of state transition between a current collecting state and a non-collecting state; An additional power supply system in an electric vehicle power supply system in which the auxiliary machine circuit operates,
In the electric vehicle power supply system, the power collected by the current collector is provided between the main switching device and the DC power line, in which the power collected by the current collector is supplied to the main conversion circuit through the main switching device and the DC power line, a rectifying section having a rectifier that allows current flow from the overhead contact line to the DC power line and prevents the current from flowing in the opposite direction;
a power storage unit connected to the DC power line via a switchgear;
a connection terminal portion for connecting the auxiliary circuit to the DC power line when the auxiliary circuit is not connected to the DC power line; and one side of the switchgear connected to the DC power line, a charging/discharging circuit unit having a charging/discharging voltage conversion circuit whose other side is connected to the power storage unit;
By controlling the closing/opening of the switchgear, the state transition of the current collector, and the operation of the charge/discharge voltage conversion circuit, a storage battery mode in which the vehicle runs on the power of the storage unit, and the overhead contact line. A control unit that switches between a hybrid mode that runs based on the power collected from and the power of the power storage unit;
(eg, additional power supply system APS in FIG. 1) may be configured.

According to the first invention and the like, it is possible to realize a new electric vehicle power supply system that reduces the required equipment space for coping with non-electrified sections. Specifically, a power path that connects the power storage unit and the DC power line includes a path that passes through the charge/discharge voltage conversion circuit and a path that does not pass through the charge/discharge voltage conversion circuit. However, in each of the storage battery mode and the hybrid mode, finally, the power stored in the power storage unit is supplied to the main conversion circuit and the auxiliary circuit through a path that does not pass through the charge/discharge voltage conversion circuit. In addition, in the process of switching the mode, in order to continue the operation of the auxiliary circuit, the power stored in the power storage unit is temporarily supplied to the auxiliary circuit via the charge/discharge voltage conversion circuit. Since mode switching is normally performed when the electric vehicle is stopped or coasting, it is not necessary to supply drive power to the traction motor during the switching process. Therefore, the charging/discharging voltage conversion circuit does not need to have a capacity corresponding to the drive power of the main motor, and can be reduced in size by the capacity corresponding to the operating power of the auxiliary circuit.

Also, according to the additional power supply system of the other invention described above, it is possible to use the equipment of the power supply system for electric vehicles, which was only compatible with electrified sections, to be compatible with non-electrified sections.

A second invention is based on the first invention,
The power storage unit has a discharge voltage when fully charged that is higher than the voltage of the overhead contact line.
It is a power supply system for electric vehicles.

According to the second invention, according to the magnitude of the voltage of the DC power line and the stored voltage of the power storage unit, the power stored in the power storage unit is discharged to the DC power line or the power is supplied from the DC power line to the power storage unit. Charging is done automatically and a floating charge state of the storage unit is achieved.

A third invention is the first or second invention,
The power storage unit is
a first storage battery (for example, P-type storage battery BT1 in FIG. 5);
a second storage battery (for example, the E-type storage battery BT2 in FIG. 5) having a lower power density and a higher energy density than the first storage battery;
a power storage unit rectifier (for example, a diode D2 in FIG. 5) that allows flow from the second storage battery to the first storage battery and blocks reverse flow;
has
The hybrid mode is a mode in which the switching device is finally turned on, the operation of the charge/discharge voltage conversion circuit is stopped, and the power storage unit is in a floating charge state.
It is a power supply system for electric vehicles.

According to the third invention, in the hybrid mode, the power path connecting the power storage unit and the DC power line is only a path that does not pass through the charge/discharge voltage conversion circuit. A floating charge state is established in which charging/discharging of the electric storage unit is automatically performed according to the magnitude of . In other words, when the voltage of the overhead contact line is higher, the storage unit is charged by the collected power, and conversely, when the storage voltage is higher, the storage unit discharges and the stored power in the storage unit is used as the main converter circuit. and supplied to the auxiliary circuit.

Charging of the power storage unit in this floating charge state is performed only to the first storage battery because the power storage unit rectifier prevents current from flowing to the second storage battery. Since the first storage battery has a higher power density than the second storage battery, it is suitable for rapid charging. Also, the electric storage unit can be discharged from both the first storage battery and the second storage battery. Furthermore, in the hybrid mode, by leaving the short-circuit switch in an open state, the regenerated power of the main motor is prevented from flowing to the train line, and all of the regenerated power can be used to charge the power storage unit. As a result, there is no need to rely on power regeneration to the overhead line, which can be throttled or disabled depending on the electrical load on the overhead line side, and stable power regeneration to the vehicle's storage unit can be expected, resulting in high reliability and energy recovery. An electric brake with a high reuse rate can be realized.

A fourth invention is, in the first to third inventions,
The control unit
When switching from the storage battery mode in which the switchgear is turned on to the hybrid mode, after causing the charge/discharge voltage conversion circuit to start a discharge voltage conversion operation for discharging the power stored in the power storage unit to the one side (for example, , step D7 in FIG. 12), opening the switchgear (for example, step D9 in FIG. 12), transitioning the current collector to the collecting state (for example, step D15 in FIG. 12), and performing the discharge voltage conversion operation stop (e.g., step D17 in FIG. 12) and turn on the switchgear (e.g., step D29 in FIG. 12).
It is a power supply system for electric vehicles.

According to the fourth invention, appropriate switching from the storage battery mode to the hybrid mode can be realized. Specifically, the discharge voltage conversion operation of the charge/discharge voltage conversion circuit is started, and the switchgear is opened to bring the DC power line to the voltage of the contact line, and the current collector is changed to the current collection state. After that, by stopping the operation of the charge/discharge voltage conversion circuit and turning on the switchgear, the power path connecting the power storage unit and the DC power line can be a path that does not pass through the charge/discharge voltage conversion circuit. As a result, when switching to the hybrid mode, it is possible to prevent the occurrence of rush currents and reverse currents to the contact lines, and to realize switching while continuing the operation of auxiliary equipment such as lighting and air conditioning in the car.

A fifth invention is based on the fourth invention,
The control unit
In switching to the hybrid mode, when the stored voltage of the power storage unit is lower than the voltage of the overhead contact line, after the discharge voltage conversion operation is stopped, until the stored voltage of the power storage unit reaches the voltage of the overhead contact line. Without turning on the switchgear, the charge/discharge voltage conversion circuit is controlled to perform a charge voltage conversion operation in which the power on the one side from the DC power line is converted to the other side and output ( For example, step D19 in FIG. 12: YES to D29),
It is a power supply system for electric vehicles.

According to the fifth invention, when the storage voltage of the power storage unit is lower than the voltage of the train line in switching to the hybrid mode, the power storage unit is charged with the collected power via the charging/discharging voltage conversion circuit, and then the power storage unit is charged. , stop the operation of the charge/discharge voltage conversion circuit, and close the switchgear.

A sixth invention is, in any one of the first to fifth inventions,
The control unit causes the charge/discharge voltage conversion circuit to perform a charge voltage conversion operation of converting the power on the one side from the DC power line to the other side and outputting the power,
The charge/discharge voltage conversion circuit is configured by connecting a first step-up/step-down circuit to the one side and a second step-up/step-down circuit to the other side of the intermediate capacitor. The voltage boost circuit performs a voltage step-up operation, and the second voltage step-up/step-down circuit performs a voltage step-down operation;
It is a power supply system for electric vehicles.

According to the sixth aspect of the invention, the charge/discharge voltage conversion circuit is configured to have the first step-up/step-down circuit on one side and the second step-up/step-down circuit on the other side of the intermediate capacitor, and the charge voltage conversion operation is performed. In some cases, the first step-up/step-down circuit may perform the step-up operation, and the second step-up/step-down circuit may perform the step-down operation. In addition, when the voltage of the intermediate capacitor is maintained at the higher value of one side or the other side, and the voltages are close to each other, the charge voltage conversion operation can be omitted when power is supplied to the other side.

A seventh invention is, in any one of the first to sixth inventions,
1) A first flow current between the DC power line and the power storage unit (for example, detection current I1 in FIG. 5), and a second flow current between the DC power line and the auxiliary circuit (For example, the detection current I2 in FIG. 5), or 2) a combined current of a flowing current from the power storage unit to the DC power line and a flowing current from the DC power line to the auxiliary circuit, or 3) Current flowing through the connection point between the DC power line and the power storage unit, and current flowing through the DC power line closer to the main switchgear than the connection point between the DC power line and the auxiliary circuit. , a current sensor unit (for example, the current sensors CT1 and CT2 in FIG. 5),
further comprising
The control unit
When switching from the hybrid mode in which the current collector is in the current collecting state, the switching device is turned on, and the charge/discharge voltage conversion circuit is stopped to the storage battery mode, the discharge current of the power storage unit is increased by the auxiliary device. A discharge voltage that causes the charge/discharge voltage conversion circuit to discharge the power stored in the power storage unit to the one side according to equivalent current control based on the measured value of the current sensor unit, which is current control that is equivalent to the current consumption of the circuit. After performing the conversion operation (for example, step C9 in FIG. 11), the current collector transitions to the non-collecting state (for example, step C11 in FIG. 11), and the operation of the charge/discharge voltage conversion circuit is stopped (for example, step C11 in FIG. 11). , step C17) in FIG. 11, and
It is a power supply system for electric vehicles.

According to the seventh invention, it is possible to realize appropriate switching from the hybrid mode to the storage battery mode. Specifically, the current collector is shifted to the non-collecting state in a state where the voltage of the DC power line is set to the voltage of the train line by the discharge voltage operation of the charge/discharge voltage conversion circuit. After that, by stopping the operation of the charge/discharge voltage conversion circuit, the power path connecting the power storage unit and the DC power line can be set to a route that does not pass through the charge/discharge voltage conversion circuit. As a result, when switching to the storage battery mode, it is possible to prevent rush currents, reverse currents to the overhead contact lines, and arcing, while continuing to operate auxiliary equipment such as lighting and air conditioning in the car. be able to.

1 is a schematic configuration diagram of an additional power supply system according to the present embodiment; FIG. An example of the circuit configuration of the first to third main switching devices. An example of the circuit configuration of the first to third switching devices. An example of a circuit configuration of a discharge voltage conversion circuit. 1 is a schematic configuration diagram of a power supply system in a first embodiment; FIG. Electricity flow in catenary hybrid mode. Electricity flow in accumulator mode. Electricity flow in pure catenary mode. Explanatory drawing of the starting control procedure in overhead wire hybrid mode. Explanatory drawing of the starting control procedure in storage battery mode. Explanatory drawing of the switching control procedure from overhead wire hybrid mode to storage battery mode. Explanatory drawing of the switching control procedure from storage battery mode to overhead line hybrid mode. Explanatory drawing of the stop control procedure in overhead wire hybrid mode. Explanatory drawing of the stop control procedure in storage battery mode. Explanatory drawing of the starting control procedure in pure catenary mode. Explanatory drawing of the switching control procedure from a pure overhead line mode to a storage battery mode. Explanatory drawing of the switching control procedure from a storage battery mode to a pure overhead line mode. Explanatory drawing of the stop control procedure in pure catenary mode. The schematic block diagram of the power supply system in 2nd Example. Electricity flow in catenary hybrid mode. Electricity flow in accumulator mode. Electricity flow in pure catenary mode. Explanatory drawing of the starting control procedure in overhead wire hybrid mode. Explanatory drawing of the starting control procedure in storage battery mode. Explanatory drawing of the switching control procedure from overhead wire hybrid mode to storage battery mode. Explanatory drawing of the switching control procedure from storage battery mode to overhead line hybrid mode. Explanatory drawing of the stop control procedure in overhead wire hybrid mode. Explanatory drawing of the stop control procedure in storage battery mode. Explanatory drawing of the starting control procedure in pure catenary mode. Explanatory drawing of the switching control procedure from a pure overhead line mode to a storage battery mode. Explanatory drawing of the switching control procedure from a storage battery mode to a pure overhead line mode. Explanatory drawing of the stop control procedure in pure catenary mode.

An embodiment to which the present invention is applied will be described below with reference to the drawings, but the form to which the present invention can be applied is not limited to the following embodiments.

[System configuration]
FIG. 1 is a diagram showing a schematic configuration of an additional power supply system APS in this embodiment. This additional power supply system APS is a system for making it possible to run even non-electrified sections by adding equipment to the existing power supply system of DC electric vehicles that run only on electrified sections.

As shown in FIG. 1, the additional power supply system APS includes an outfitting equipment RAS and a controller CTR. The control unit CTR may be configured as an independent control device, or may be configured as a control board and incorporated into an existing control device.

The equipment RAS includes a rectifying unit RCU, a charging/discharging unit CDU, and a power storage unit BTU.

The rectifier unit RCU has a diode D1, which is a rectifier, and a short circuit switch SWS connected in parallel to the diode D1, and is connected between a pantograph PT, which is an example of a current collector, and the DC power line. Diode D1 can be implemented by, for example, a Schottky barrier diode using SiC (silicon carbide) material. Diode D1 is connected to allow current flow from pantograph PT to the DC power line and block reverse current flow. The short-circuit switching device SWS performs opening/closing operation (open/close) in accordance with the switching instruction signal WS from the control unit CTR. A switchgear that allows flow and can be realized, for example, by means of a circuit breaker.

Power storage unit BTU has a P-type storage battery BT1 as a first storage battery, an E-type storage battery BT2 as a second storage battery, and a diode D2 as a power storage unit rectifier. The P-type storage battery BT1 has a higher power density (for example, weight output density [kW/kg] or volume output density [kW/L]) than the E-type storage battery BT2, but has a higher energy density (for example, weight energy density [Wh/kg ] and volumetric energy density [Wh/L]) are low. The P-type storage battery BT1 and the E-type storage battery BT2 can be selected from the viewpoint of power density and energy density according to the type of storage battery that can be mounted on the electric vehicle. It can be realized from a battery module, an electric double layer capacitor (EDLC), a lead acid battery, a lithium ion capacitor, a supercapacitor, and the like.

The diode D2 has an anode connected to the E-type storage battery BT2 side and a cathode connected to the P-type storage battery BT1 side. Blocks the flow to the E-type storage battery BT2. The diode D2 can be realized by, for example, a Schottky barrier diode using SiC (silicon carbide) material.

The power storage unit BTU is configured such that the discharge voltage at the time of full charge, which is the maximum value of the stored voltage, is higher than the overhead line voltage Vp, which is the voltage of the contact line. Specifically, the discharge voltage at full charge, which is the maximum stored voltage of each of the two types of P-type storage battery BT1 and E-type storage battery BT2 of power storage unit BTU, is set to a voltage higher than overhead line voltage Vp. . As a result, power storage unit BTU can be brought into a floating charge state in an overhead line hybrid mode, which will be described later. In addition, the voltages of the two types of P-type storage battery BT1 and E-type storage battery BT2 may differ depending on discharge and charging. treated as the voltage Vbat".

One side of the charge/discharge unit CDU is connected to the internal connection terminal TW4 via the first to third switching devices SW1, SW2, and SW3, the internal connection terminals TW1, TW2, TW3, and TW4, and the second switching device SW2. , and the other side is used for addition to an existing power supply system with a charge/discharge voltage conversion circuit PC connected to a power storage unit BTU via a third switchgear SW3, current sensors CT1 and CT2 as current sensor units, and The connection terminal portion includes a connection terminal portion TC1 connected to the DC power line and a connection terminal portion TC2 connected to the auxiliary circuit XMC.

The first to third switching devices SW1, SW2, and SW3 are switching devices that perform switching operations (open/close) based on switching instruction signals W1 to W3 from the control unit CTR. It can be configured with a contactor. When the first to third switching devices SW1, SW2, and SW3 are configured using contactors or the like, for example, as shown in FIG. A configuration in which the charging resistance bypass contactors LB are connected in parallel can be employed. When adopting the configuration of FIG. 2(a), the charging resistor contactor MK is first brought into the closed state at the time of closing, and then the charging resistor bypass contactor LB is closed afterwards. As a result, the charging resistor CDR prevents a rush current to the intermediate capacitor in the charging/discharging voltage conversion circuit PC at the time of power-on, and when the intermediate capacitor reaches a predetermined voltage, the charging resistor CDR is short-circuited to reduce power loss thereafter. do. For this operation, a conventional technique of providing a time element and short-circuiting after a certain period of time can be adopted. Also, a circuit configuration shown in FIG. 3(a), in which a high-speed circuit breaker HB is further connected in series to the preceding stage of the circuit shown in FIG. 2(a), can be adopted. Furthermore, the first switchgear SW1 can also be configured using a single high-speed circuit breaker HB shown in FIG. 3(b). The third switching device SW3 can also be configured using a single contactor LB shown in FIG. 2(b).

The internal connection terminals TW1, TW2, TW3, and TW4 are provided so that the circuit configuration can be changed depending on which terminals are electrically connected to each other. However, the internal connection terminal TW1 is connected to the connection terminal portion TC1, the internal connection terminal TW3 is connected to the connection terminal portion TC2, and the connection between the internal connection terminal TW1 and the internal connection terminal TW2 is fixed. It is The internal wiring terminal TW2 is connected to the first switching device SW1, and the internal wiring terminal TW4 is connected to the second switching device SW2.

The terminals that can be connected arbitrarily are between the internal connection terminal TW1 and the internal connection terminal TW3, between the internal connection terminal TW2 and the internal connection terminal TW4, and between the internal connection terminal TW3 and the internal connection terminal TW4. There are three places: between. In the present embodiment, among these three points, (a) the connection between the internal connection terminal TW1 and the internal connection terminal TW3, and the connection between the internal connection terminal TW2 and the internal connection terminal TW4, or ( a) Two different circuits are realized depending on whether only the internal connection terminal TW3 and the internal connection terminal TW4 are connected. An embodiment with connection (a) will be referred to as a first embodiment, and an embodiment with connection (b) will be described in detail later as a second embodiment.

FIG. 4 shows an example of the circuit configuration of the charge/discharge voltage conversion circuit PC. As shown in FIG. 4, the charge/discharge voltage conversion circuit PC includes a first step-up/step-down circuit on the left side (primary side/one side) and a first step-up/step-down circuit on the right side (secondary side/other side) with an intermediate capacitor FCH interposed therebetween. It is configured as a bidirectional step-up/step-down chopper in which two step-up/step-down circuits are cascaded. The primary side (left side) is connected to the second switching device SW2 side, and the secondary side (right side) is connected to the third switching device SW3 side. The reactor CHL1 of the first step-up/step-down circuit and the intermediate capacitor FCH function as a primary side filter circuit, and the reactor CHL2 of the second step-up/step-down circuit and the intermediate capacitor FCH function as a secondary side filter circuit.

The charging/discharging voltage conversion circuit PC performs a charging voltage conversion operation of converting the power supplied from the primary side to the secondary side and outputting it, and a discharging voltage conversion operation of converting the power supplied from the secondary side to the primary side and outputting it. conduct. In the charge voltage conversion operation, first, the first step-up/step-down circuit performs a step-up operation for the primary side voltage VDC1, and the stepped-up voltage, that is, the intermediate capacitor voltage VDCH, which is the voltage across the intermediate capacitor FCH, is stepped up to the first step. 2 step-up/step-down circuit performs a step-down operation to convert the primary side voltage VDC1 to the secondary side voltage VDC2. In the discharge voltage conversion operation, conversely, the second step-up/step-down circuit performs step-up operation for the secondary side voltage VDC2, and the first step-up/step-down circuit boosts the voltage after step-up, that is, the intermediate capacitor voltage VDCH. performs a step-down operation to convert the secondary voltage VDC2 to the primary voltage VDC1. In any operation, since the boosted voltage is applied to the intermediate capacitor FCH, current flow in the direction opposite to the operation direction is blocked.

Although not shown, the charge/discharge voltage conversion circuit PC includes voltage sensors for detecting the primary-side voltage VDC1, the secondary-side voltage VDC2, and the intermediate capacitor voltage VDCH; A current sensor is provided to detect the current flowing to the next side, and the detection result of each sensor is input to the control circuit in the control unit CTR or the charge/discharge voltage conversion circuit PC that controls the switching operation, and the charge/discharge voltage is converted. Used for operation control of the circuit PC.

The switching operation of the charge/discharge voltage conversion circuit PC can be realized by appropriately using a known technique. Therefore, in the present embodiment, the charging/discharging voltage conversion circuit PC performs a switching operation based on the duty ratio control signal S input from the control unit CTR. Although description of the control of the switching operation itself is omitted, the control of the switching operation may be realized by providing a control circuit in the charge/discharge voltage conversion circuit PC, or may be performed by the control unit CTR.

Returning to FIG. 1, the current sensor CT1 detects a current flowing between the internal connection terminal TW1 and the internal connection terminal TW2, and the positive direction is the direction from the internal connection terminal TW1 to the internal connection terminal TW2. It is provided to detect the magnitude and direction of the current, and the detected current is output to the controller CTR as the detected current I1. The current sensor CT2 measures the magnitude and direction of the current flowing between the internal connection terminal TW3 and the connection terminal TC2, with the direction from the internal connection terminal TW3 to the connection terminal TC2 being the positive direction. The detected current is output to the controller CTR as a detected current I2. The current sensors CT1 and CT2 can be realized by current transformers (CT), for example. The control unit CTR controls the operation of the charge/discharge voltage conversion circuit PC by referring to the detection currents I1 and I2 during switching control of the power supply mode.

The control unit CTR has two power supply modes: a storage battery mode in which the vehicle runs on the power stored in the power storage unit BTU; Controls switching between overhead line hybrid mode. The power supply mode should be switched when the electric train is stopped or coasting.

Two embodiments of an electric vehicle power supply system in which the additional power supply system APS is added to an existing DC electric vehicle power supply system will be described below in order.

[First embodiment]
FIG. 5 is a schematic configuration diagram of the power supply system PS1 in the first embodiment. This power supply system PS1 is configured by adding the additional power supply system APS of FIG. 1 to the existing power supply system of a DC electric vehicle.

1.1 System configuration In the existing power supply system, the main circuit ( A-system main circuit and B-system main circuit) are connected, and an auxiliary machine circuit XMC is connected via a switchgear SWX to the front stage of the main switchgear SWM as viewed from the pantograph PT.

The power supply system PS1 of FIG. 5 has two main circuits, the A main circuit and the B main circuit. Also, a configuration such as so-called 1C2M or 1C4M, in which one system supplies drive power to two or more main motors M using one main converter circuit, may be employed.

The A-system main circuit has a configuration in which a main switching device SWA, a main filter reactor FLA, and a main conversion circuit TCA are connected in series. Similarly, the B-system main circuit has a configuration in which a main switching device SWB, a main filter reactor FLB, and a main conversion circuit TCB are connected in series. The main conversion circuits TCA and TCB are inverter devices that convert DC power into three-phase power and supply drive power to the main motor M, and are configured to have a main filter capacitor (not shown) at the input stage.

The main switching device SWA of the A-system main circuit disconnects the DC power line from the A-system main circuit, generally based on the switching instruction signal A from the control unit of the main conversion circuit TCA or from the control unit CTR. / A switchgear for making connections, which can be constructed using, for example, a contactor. Similarly, the main switching device SWB of the B system main circuit also generally switches between the DC power line and the B system main circuit based on the switching instruction signal B from the control unit of the main conversion circuit TCB or from the control unit CTR. It is a switchgear for disconnecting/connecting from a power source, which can be constructed using, for example, a contactor. The main switching devices SWA and SWB can employ, for example, the circuit configuration shown in FIG. As a result, the charging resistor CDR can prevent a rush current to flow into the main filter capacitors in the main conversion circuits TCA and TCB when the power is turned on.

The main switchgear SWM generally disconnects/connects the pantograph PT and the DC power line based on a switching instruction signal N from the control units of the main conversion circuits TCA and TCB or from the control unit CTR. device, which can be realized, for example, by means of a high-speed circuit breaker.

The pantograph PT is generally a current collector capable of state transition between a current collecting state and a non-collecting state based on a pantograph PT up switch or a pantograph down switch from the driver's cab or a state transition instruction signal P from the control unit CTR. is an example. If the overhead contact line is of the third rail system, the current collector can be configured as a current collecting shoe instead of the pantograph PT.

The auxiliary machine circuit XMC is an electric circuit including auxiliary machines such as in-vehicle lighting and air conditioning, and a circuit (for example, a static inverter) that supplies electric power to the auxiliary machines.

In the power supply system PS1 of the first embodiment, the switchgear SWX is always in the "open state". A rectifying unit RCU of the additional power supply system APS is provided between the main switchgear SWM and the DC power line. Specifically, a diode D1 is provided with an anode connected to the main switchgear SWM side and a cathode connected to the DC power line side, allowing current flow from the pantograph PT towards the DC power line and in the opposite direction to the DC power line. To block the flow from the line to the pantograph PT. By turning on the short-circuit switch SWS connected in parallel with the diode D1, the current from the DC power line to the pantograph PT can be allowed via this short-circuit switch SWS.

Further, the connection terminal portion TC1 of the charge/discharge unit CDU is connected to the DC power line, and the connection terminal portion TC2 is connected to the intermediate portion between the switchgear SWX and the auxiliary circuit XMC or the auxiliary circuit by the additional auxiliary connection line. Directly connected to XMC. The internal connection terminals TW1 and TW3 are connected, the internal connection terminals TW2 and TW4 are connected, and the internal connection terminals TW3 and TW4 are open.

Therefore, the power storage unit BTU is connected to the DC power line via the first switchgear SW1, and is further connected to the primary side of the charge/discharge voltage conversion circuit PC via the first switchgear SW1 and the second switchgear SW2. connected to the secondary side of the charge/discharge voltage conversion circuit PC via the third switchgear SW3. Further, since the switching device SWX is always in an open state, the main circuit and the auxiliary circuit XMC are connected in parallel to the DC power line. In addition, the primary side of the charge/discharge voltage conversion circuit PC is connected to the DC power line via the second switchgear SW2, and the secondary side is connected to the power storage unit BTU via the third switchgear SW3. there is Then, the charge/discharge voltage conversion circuit PC performs a charge voltage conversion operation of converting power from the DC power line supplied to the primary side to the secondary side and outputting the same, and a power storage unit BTU supplied to the secondary side. A discharge voltage conversion operation is performed to convert electric power to the primary side and output it. Further, the current sensor CT1 detects a first flow current between the DC power line and the power storage unit BTU as a detection current I1, and the current sensor CT2 detects a second flow current between the DC power line and the auxiliary circuit XMC. The flowing current is detected as a detection current I2.

Note that in the first embodiment, instead of the current sensor section consisting of the two current sensors CT1 and CT2, a single current sensor is provided between the connection terminal section TC1 and the internal wiring terminal TW1 to form the current sensor section. , the detected current I of the current sensor, that is, the current flowing through the DC power line closer to the main switching device SWM than the internal connection terminal TW1, which is the connection point between the DC power line and the auxiliary circuit XMC, will be described later. It can also be used for current zero control in power supply mode switching control by the control unit CTR. Alternatively, instead of the current sensor unit using the two current sensors CT1 and CT2, the direction from the internal connection terminal TW1 to the internal connection terminal TW2, which is the flowing current from the power storage unit BTU to the DC power line, is defined as the positive direction. and a current flowing from the DC power line to the auxiliary circuit XMC, the positive direction of which is the direction from the internal connection terminal TW3 to the connection terminal portion TC2. A sensor may be provided to serve as a current sensor section.

1.2 Power Supply Mode In the first embodiment, the power supply mode can be switched between three types of modes: an overhead wire hybrid mode, a storage battery mode, and a pure overhead wire mode. Each power supply mode will be described.

1.2.1 Catenary hybrid mode The catenary hybrid mode is a mode in which the vehicle travels based on the catenary power collected by the pantograph PT and the power stored in the power storage unit BTU, and the power storage unit BTU is charged. This mode is applicable to

FIG. 6 is a diagram showing the flow of electricity in the catenary hybrid mode. In FIG. 6, the paths in the conducting state are indicated by thick lines. As shown in FIG. 6, in the overhead line hybrid mode, the pantograph PT is raised, the main switchgear SWM is closed, and the short-circuit switchgear SWS is opened. That is, overhead power is supplied to the DC power line, and the main circuit and the auxiliary circuit XMC can operate based on this power. Also, the first switchgear SW1 is turned on, and the charging/discharging voltage conversion circuit PC stops operating. Due to the circuit configuration of the charge/discharge voltage conversion circuit PC, when the operation is stopped, the flow through the charge/discharge voltage conversion circuit PC is suppressed. The state is the same in both the open state and the closed state, but only the second switchgear SW2 may be in the open state from the viewpoint of fail-safe. In other words, as the power path connecting the power storage unit BTU and the DC power line, the path via the first switchgear SW1 and not via the charge/discharge voltage conversion circuit PC is open. In the overhead wire hybrid mode, charging/discharging occurs naturally in the direction in which the overhead wire voltage Vp and the storage voltage Vbat are approximately equal (Vp≈Vbat). The main circuit and the auxiliary circuit XMC operate based on the stored electric power, and mainly based on the overhead line power when the overhead line voltage Vp is equal to or higher than the stored voltage Vbat.

Further, the power storage unit BTU is in a "floating charge state" in which it is automatically discharged and charged according to the magnitude of the overhead line voltage Vp and the power storage voltage Vbat. That is, when the overhead wire voltage Vp becomes lower than the storage voltage Vbat (Vp<Vbat) during power running, the storage unit BTU is discharged and the stored power is supplied to the DC power line. In the discharge of this power storage unit BTU, the P-type storage battery BT1 discharges first due to the power density relationship, and when the discharge voltage of the P-type storage battery BT1 drops, the E-type storage battery BT2 discharges so as to make up for the drop due to the voltage difference. to start. When the storage voltage Vbat becomes lower than the overhead line voltage Vp (Vp>Vbat) due to a decrease in the storage voltage Vbat due to discharge of the power storage unit BTU or a temporary increase in the overhead line voltage VP, the DC power line is supplied. The power storage unit BTU is charged by the overhead line power. Due to the rectifying action of the diode D2, this charge is only for the P-type storage battery BT1. In other words, since the only power path between the DC power line and the power storage unit BTU is the path via the first switchgear SW1, current from the DC power line to the E-type storage battery BT2 is blocked by the diode D2. The storage battery BT2 is not charged. Further, during regeneration, due to the rectifying action of the diode D1, the regenerated power of the main motor M is not returned to the overhead wire, and all of the regenerated power is stored in the power storage unit BTU (specifically, the P-type storage battery BT1). .

If it is desired to charge the E-type storage battery BT2 to the overhead line voltage Vp in the overhead line hybrid mode, charging can be performed by the charge/discharge voltage conversion circuit PC as in the pure overhead line mode described later. That is, by turning on the second switchgear SW2 and the third switchgear SW3 and causing the charge/discharge voltage conversion circuit PC to perform the charging operation, the power (overhead line power or regenerative power) supplied to the DC power line is Electricity can be stored in the power storage unit BTU via the charge/discharge voltage conversion circuit PC. Since the power path passes through the charge/discharge voltage conversion circuit PC, both the P-type storage battery BT1 and the E-type storage battery BT2 of the power storage unit BTU can be charged, and can be charged up to the overhead wire voltage Vp.

1.2.2 Storage Battery Mode The storage battery mode is a mode in which the vehicle travels based on the power stored in the power storage unit BTU.

FIG. 7 is a diagram showing the flow of electricity in the storage battery mode. In FIG. 7, the paths in the conducting state are indicated by thick lines. As shown in FIG. 7, in the storage battery mode, the pantograph PT is lowered and the main switchgear SWM and the short-circuit switchgear SWS are opened. Also, the first switchgear SW1 is closed, and the charging/discharging voltage conversion circuit PC stops operating. Since the current through the charge/discharge voltage conversion circuit PC is inhibited by stopping the operation, the second switchgear SW2 and the third switchgear SW3 are theoretically in the same state regardless of whether they are open or closed. , only the second switching device SW2 may be opened from the viewpoint of fail-safe. In other words, as the power path connecting the power storage unit BTU and the DC power line, the path via the first switchgear SW1 and not via the charge/discharge voltage conversion circuit PC is open. Only the stored power discharged by the power storage unit BTU is supplied to the DC power line, and the main circuit and the auxiliary circuit XMC are operable based on this power. In discharging the power storage unit BTU, the P-type storage battery BT1 is first discharged, and then the E-type storage battery BT2 is discharged according to the decrease in the discharge voltage, as in the above-described overhead wire hybrid mode. Also, during regeneration, all of the regenerated electric power is stored in the P-type storage battery BT1 of the power storage unit BTU, as in the overhead wire hybrid mode described above.

1.2.3 Pure overhead line mode The pure overhead line mode is a mode in which the train runs based on the power collected by the pantograph PT (overhead line power), and is applicable only to electrified sections.

FIG. 8 is a diagram showing the flow of electricity in a pure catenary mode. In FIG. 8, the paths in the state of conduction are indicated by thick solid lines. As shown in FIG. 8, in the pure catenary mode, the pantograph PT is raised, and the main switchgear SWM and the short-circuit switchgear SWS are closed. The DC power line is supplied with overhead power from the pantograph PT, and the main circuit and the auxiliary circuit XMC can operate based on this power. In addition, the opening/closing devices of the second opening/closing device SW2 and the first opening/closing device SW1 are opened. The third switchgear SW3 is closed when the mode is switched or when the E-type storage battery BT2 is being charged via the charge/discharge voltage conversion circuit PC, otherwise it is opened. Also, the charge/discharge voltage conversion circuit PC has stopped operating. The regenerated power is returned to the overhead line via the short-circuit switchgear SWS and the main switchgear SWM.

In the pure overhead line mode, the power storage unit BTU is further charged at arbitrary timing. A thick dotted line indicates a current path for charging power storage unit BTU. That is, in the pure overhead line mode, by turning on the second switchgear SW2 and the third switchgear SW3 and causing the charge/discharge voltage conversion circuit PC to perform the charging operation, the power supplied to the DC power line (overhead power or regenerated power) is stored in the power storage unit BTU via the charge/discharge voltage conversion circuit PC. Since the electric power path passes through the charge/discharge voltage conversion circuit PC, both the P-type storage battery BT1 and the E-type storage battery BT2 of the power storage unit BTU can be charged.

1.3 Control Operation Next, the control operation for switching the power supply mode by the control unit CTR will be described in detail with reference to FIGS. 9 to 18. FIG. Selection and switching of these modes are performed by a driver's instruction operation at the driver's cab.

1.3.1 Activation in overhead wire hybrid mode FIG. 9 is a flowchart for explaining the control procedure when starting the stopped power supply system PS1 in the overhead wire hybrid mode. Since the power supply system PS1 is stopped, the electric car is stopped, and in principle, the main switching devices SWM, SWA, SWB and the first to third switching devices SW1, SW2, SW3 are all in the open state. Thus, the main conversion circuits TCA and TCB, the auxiliary circuit XMC, and the charge/discharge voltage conversion circuit PC all stop operating.

First, the state transition instruction signal P is output to the pantograph PT in response to the operation of the up switch of the pantograph PT from the cab, or the control unit CTR outputs the state transition instruction signal P to the pantograph PT. PT is raised to transition to the current collecting state (step A1). Next, the controller CTR detects that the pantograph PT is in the raised state, and opens the short-circuit switching device SWS (step A3). This step A3 is a step just in case the door is not opened in the initial state.

After that, when the forward/reverse switch of the cab is operated, the switching instruction signal N is output from the control units of the main conversion circuits TCA and TCB to the main switching device SWM, or the control unit CTR opens and closes the main switching device SWM. By outputting the instruction signal N, the main switching device SWM is closed (step A5). When the main switchgear SWM is turned on, overhead wire power (overhead wire voltage Vp) from the pantograph PT is supplied to the DC power line, and the accessories can start operating.

Next, the second opening/closing device SW2 is turned on (step A7). By turning on the second switchgear SW2, the power path between the DC power line and the primary side of the charge/discharge voltage conversion circuit PC is opened. Subsequently, the primary side voltage VDC1 of the charge/discharge voltage conversion circuit PC and the storage voltage Vbat are compared. The primary voltage VDC1 corresponds to the actual overhead wire voltage Vp.

If the primary voltage VDC1 is equal to or higher than the storage voltage Vbat (VDC1≧Vbat) (step A9: YES), the third switching device SW3 is turned on (step A11). By turning on the third switchgear SW3, the secondary voltage VDC2 of the charge/discharge voltage conversion circuit PC becomes the storage voltage Vbat. Next, the charging operation is started on the secondary side of the charging/discharging voltage conversion circuit PC (step A13). This charging operation is an operation of controlling the current (charging current) on the secondary side by adjusting the duty ratio of the second buck-boost circuit on the secondary side. Since the secondary side voltage VDC2 (corresponding to the storage voltage Vbat) is lower than the intermediate capacitor voltage VDCH (corresponding to the actual overhead line voltage Vp), the current flow direction of the charge/discharge voltage conversion circuit PC is from the primary side to the secondary side. direction (charging direction). The charging operation continues until the stored voltage Vbat becomes equal to the primary side voltage VDC1 (corresponding to the actual overhead wire voltage Vp).

On the other hand, if the primary-side voltage VDC1 is lower than the storage voltage Vbat (VDC1<Vbat) (step A9: NO), the step-up operation of the first step-up/step-down circuit on the primary side of the charge/discharge voltage conversion circuit PC is started (step A15). ). Then, when the intermediate capacitor voltage VDCH rises to the storage voltage Vbat, the third switching device SW3 is turned on (step A17).

After performing control according to the magnitude of the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC and the storage voltage Vbat, the operation of the charge/discharge voltage conversion circuit PC is stopped (step A19). Next, the first opening/closing device SW1 is turned on (step A21). As a result, the path connecting the power storage unit BTU and the DC power line switches from the path via the charge/discharge voltage conversion circuit PC to the path via the first switchgear SW1 that does not pass through the charge/discharge voltage conversion circuit PC. Furthermore, due to the circuit configuration of the charge/discharge voltage conversion circuit PC, when the operation is stopped, the current through the charge/discharge voltage conversion circuit PC is suppressed. However, from the viewpoint of fail-safe, the second switching device SW2 may be opened (step A23).

After that, the notch of the master controller in the driver's cab is operated by the crew to output switching instruction signals A and B from the control units of the main conversion circuits TCA and TCB to the main switching devices SWA and SWB. The main switching devices SWA, SWB are turned on by the part CTR outputting the switching instruction signals A, B to the main switching devices SWA, SWB (step A25). As a result, the A-system circuit and the B-system circuit are connected to the DC power line. The stored electric power is supplied to the main converter circuits TCA and TCB so that the main electric motor M can be driven.

1.3.2 Startup in Storage Battery Mode FIG. 10 is a flowchart for explaining the control procedure when starting up the stopped power supply system PS1 in the storage battery mode. Since the power supply system PS is stopped for 1 time, the electric car is stopped, and in principle, the main switching devices SWM, SWA, SWB and the first to third switching devices SW1, SW2, SW3 are all open. Thus, the main conversion circuits TCA and TCB, the auxiliary circuit XMC, and the charge/discharge voltage conversion circuit PC all stop operating.

When the control unit CTR detects the trigger for activating the storage battery, it outputs the state transition instruction signal P to the pantograph PT, and lowers the pantograph PT to transition to the non-collecting state (step B1). As a trigger for activating the storage battery, a manual trigger by operating a mode selection switch provided on the driver's cab or by operating a storage battery switch is conceivable. Next, the short-circuit switching device SWS is opened (step B3). This step B3 is a step just in case the door is not opened in the initial state.

Next, when the driver operates the forward/reverse switch on the cab, the controller CTR confirms that the main switchgear SWM is open and turns on the first switchgear SW1 (step B5). By turning on the first switchgear SW1, the discharged power of the power storage unit BTU is supplied to the DC power line, and the accessories can start operating.

After that, the notch of the master controller in the driver's cab is operated by the crew to output the opening/closing instruction signals A and B to the main switching devices SWA and SWB, or the control unit CTR sends the main switching devices SWA and SWB to the main switching devices SWA and SWB. By outputting the switching instruction signals A and B, the main switching devices SWA and SWB are turned on (step B7). As a result, the A-system circuit and the B-system circuit are connected to the DC power line, and the electric power discharged from the power storage unit BTU is supplied to the main converter circuits TCA and TCB, so that the main motor M can be driven.

1.3.3 Switching from overhead line hybrid mode to storage battery mode FIG. 11 is a flowchart for explaining a control procedure for switching from the overhead line hybrid mode to the storage battery mode. Switching from the overhead line hybrid mode to the storage battery mode can be performed when the electric vehicle is stopped or coasting, but in the following description it is assumed that it is performed when the vehicle is stopped.

In the overhead line hybrid mode, the first switchgear SW1 and the third switchgear SW3 are closed. The second switchgear SW2 is closed when the mode is switched or when the E-type storage battery BT2 is being charged via the charge/discharge voltage conversion circuit PC after startup, otherwise it is open. Further, the stored voltage Vbat is equal to or higher than the overhead line voltage Vp (step C1). In addition, the electric car is stopped, the main switching devices SWA and SWB are opened, and the main circuit stops operating. It is operable or in operation.

When the control unit CTR detects a trigger for switching to the storage battery mode, first, the second opening/closing device SW2 is closed (step C3). Thereby, the stored voltage Vbat is applied to both the primary side (one side) and the secondary side (the other side) of the charge/discharge voltage conversion circuit PC. The trigger for switching to the storage battery mode may be a manual trigger by operating a mode selection switch provided on the cab, or an automatic trigger by point detection that detects that the electric vehicle has reached a predetermined point for switching to the storage battery mode. It can also be used as a trigger.

Subsequently, the duty ratio of the first buck-boost circuit on the primary side of the charge/discharge voltage conversion circuit PC is set to "1 (fully open)" (step C5). This opens a path for supplying the power stored in the power storage unit BTU to the DC power line via the charge/discharge voltage conversion circuit PC. Next, the first opening/closing device SW1 is opened (step C7). As a result, the power path connecting power storage unit BTU and the DC power line is only the path via charging/discharging voltage circuit PC.

Thereafter, DC power line current zero control is started by the charge/discharge voltage conversion circuit PC (step C9). This zero current control is a control that makes the current Ip flowing through the DC power line zero current by adjusting the duty ratio. Specifically, the detected current I1 of the current sensor CT1 is a current directed from the internal connection terminal TW1 to the internal connection terminal TW2, and the detected current I2 of the current sensor CT2 is a current directed from the internal connection terminal TW3 to the connection terminal portion TC2. Therefore, the total current of the detection currents I1 and I2 is the current flowing from the connection terminal portion TC1 to the internal wiring terminal TW1, and when the electric car is stopped, there is no power consumption or regenerative power in the main circuit. Considering that it does not occur, it corresponds to the current Ip flowing in the DC power line. In other words, the zero current control is a control that gradually increases the discharge current on the primary side to bring the total current Ip of the detected currents I1 and I2 of the current sensors CT1 and CT2 to zero current. In addition, this current zero control is performed such that the current (discharge current) on the primary side of the charge/discharge voltage conversion circuit PC corresponds to the current consumption of the auxiliary circuit XMC. corresponds to the discharge voltage conversion operation of discharging the power stored in the power storage unit BTU supplied to the secondary side of the charge/discharge voltage conversion circuit PC to the primary side (one side) in accordance with equivalent current control based on the above.

When it is detected that the current Ip flowing through the DC power line has become zero current, the pantograph PT is lowered to transition to the non-collecting state (step C11). Since the current Ip flowing through the DC power line is zero current, no arc is generated as the pantograph PT descends. When the current Ip becomes zero current, the power supplied to the DC power line is almost switched from the overhead wire power from the pantograph PT to the discharged power of the power storage unit BTU via the charging/discharging voltage conversion circuit PC. . Subsequently, the duty ratio of the primary side of the charge/discharge voltage conversion circuit PC is changed to "1 (fully open)" (step C13). As a result, the intermediate capacitor voltage VDCH of the charge/discharge voltage conversion circuit PC converges to the storage voltage Vbat.

Next, the first opening/closing device SW1 is turned on (step C15). By turning on the first switchgear SW1, the power path connecting the power storage unit BTU and the DC power line becomes parallel to the path via the charge/discharge voltage conversion circuit PC and the path via the first switchgear SW1. There are two routes. The supply voltage from each of the two power paths is the storage voltage Vbat. Then, the operation of the charge/discharge voltage conversion circuit PC is stopped (step C17). As a result, the power path from the power storage unit BTU to the DC power line is only the path via the first switchgear SW1. That is, the discharged power (storage voltage Vbat) of the power storage unit BTU is supplied to the DC power line only via the first switching device SW1. Furthermore, due to the circuit configuration of the charge/discharge voltage conversion circuit PC, when the operation is stopped, the current through the charge/discharge voltage conversion circuit PC is suppressed. However, from the viewpoint of fail-safe, the second switching device SW2 may be opened (step C19).

After that, the notch of the master controller in the driver's cab is operated by the crew to output the opening/closing instruction signals A and B to the main switching devices SWA and SWB, or the control unit CTR sends the main switching devices SWA and SWB to the main switching devices SWA and SWB. By outputting the switching instruction signals A and B, the main switching devices SWA and SWB are turned on (step C21). As a result, even if the main switching devices SWA and SWB are in the open state, they are turned on. As a result, power paths between power storage unit BTU and the A-system and B-system circuits are opened, and the discharged power of power storage unit BTU is supplied to main conversion circuits TCA and TCB, enabling main motor M to be driven. .

In the final storage battery mode, the power stored in the power storage unit BTU is supplied to the main conversion circuits TCA and TCB and the auxiliary circuit XMC through a power path that does not pass through the charge/discharge voltage conversion circuit PC. to the storage battery mode, in order to continue the operation of the auxiliary circuit XMC, the power stored in the power storage unit BTU is supplied to the auxiliary circuit XMC through the power path passing through the charge/discharge voltage conversion circuit PC. can be Since switching between the overhead wire hybrid mode and the storage battery mode is performed when the vehicle is stopped or when coasting, it is not necessary to supply drive power to the main motor M during the switching process. Therefore, the charging/discharging voltage conversion circuit PC does not need to have a capacity corresponding to the driving power of the main motor M, and can be reduced in size by the capacity corresponding to the operating power of the auxiliary circuit XMC.

1.3.4 Switching from storage battery mode to overhead line hybrid mode Fig. 12 is a flowchart for explaining a switching control procedure from the storage battery mode to the overhead line hybrid mode. Switching from the storage battery mode to the catenary hybrid mode can be performed when the electric car is stopped or coasting, as in switching from the catenary hybrid mode to the storage battery mode.

In the storage battery mode, the second switching device SW2 is opened and the first switching device SW1 is closed (step D1). In addition, the electric car is stopped, the main switching devices SWA and SWB are opened, and the main circuit stops operating. It is in operation.

When the control unit CTR detects a trigger for switching to the overhead line hybrid mode, first, the second switchgear SW2 is turned on (step D3). The trigger for switching to the overhead wire hybrid mode may be a manual trigger by operating a mode selection switch provided on the cab, or a point detection that detects that the electric car has reached a predetermined point for switching to the overhead wire hybrid mode. It is good also as an automatic trigger by. By turning on the second switching device SW2, the power path from the power storage unit BTU to the primary side of the charge/discharge voltage conversion circuit PC is opened. Next, if the third switchgear SW3 is in the closing state, it is maintained. If the third switching device SW3 is not closed, it is closed (step D5).

Subsequently, the charge/discharge voltage conversion circuit PC is caused to start the discharge voltage conversion operation to change the duty ratio of the primary side to "1 (fully open)" (step D7), and the power storage unit BTU supplied to the secondary side is discharged to the primary side (one side). As a result, the power path between the power storage unit BTU and the DC power line becomes two parallel paths, one passing through the first switchgear SW and the other passing through the charge/discharge voltage conversion circuit PC.

Subsequently, the controller CTR opens the first switchgear SW1 (step D9). By opening the first switchgear SW1, the supply path of the discharged power from the power storage unit BTU becomes only the path via the charge/discharge voltage conversion circuit PC. Next, the boost operation on the secondary side of the charge/discharge voltage conversion circuit PC is started (step D11). Then, when the primary side voltage VDC1 and the intermediate capacitor voltage VDCH rise to a predetermined value (for example, 650 V) higher than the nominal value of the overhead line voltage Vp, DC power line current zero control by the charge/discharge voltage conversion circuit PC is started ( Step D13). This current zero control gradually increases the discharge current on the primary side by controlling the duty ratio, and the current flowing in the DC power line, that is, the total current of the currents I1 and I2 detected by the current sensors CT1 and CT2. is zero current control.

Then, the pantograph PT is raised to transition to the current collecting state (step D15). Immediately after the pantograph PT transitions to the current collecting state, the nominal value of the overhead wire voltage Vp differs slightly from the actual value. Although only a transient inflow of overhead wire current may occur, since the primary side voltage VDC1 of the charge/discharge voltage conversion circuit PC is higher than the nominal value of the overhead wire voltage Vp, the value of the inflow current is kept low. By the DC power line current zero control on the primary side of the charge/discharge voltage conversion circuit PC, the supply voltage to the auxiliary equipment circuit XMC can be converged to the actual overhead wire voltage Vp. When it is determined that the supply voltage to the auxiliary equipment circuit XMC has converged to the overhead wire voltage Vp, the current zero control of the charging/discharging voltage conversion circuit PC is stopped (step D17). As a result, all the power supplied to the DC power line is switched to overhead line power.

Subsequently, the control unit CTR compares the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC with the storage voltage Vbat. The primary side voltage corresponds to the actual overhead line voltage Vp. If the primary-side voltage VDC1 is equal to or higher than the stored voltage Vbat (step D19: YES), the short-circuit switching device SWS is turned on (step D21). Next, the charge operation on the secondary side of the charge/discharge voltage conversion circuit PC is started (step D23). This charging operation is an operation of controlling the current (charging current) on the secondary side by adjusting the duty ratio of the second buck-boost circuit on the secondary side. Since the secondary voltage VDC2 (corresponding to the storage voltage Vbat) is lower than the primary voltage VDC1 (corresponding to the actual overhead line voltage Vp), the current flow direction of the charge/discharge voltage conversion circuit PC is from the primary side to the secondary side. direction (charging direction). This charging operation is a charging voltage conversion operation in which the power from the DC power line supplied to the primary side (one side) of the charge/discharge voltage conversion circuit PC is converted to the secondary side (the other side) and output. . When the charging operation causes the stored voltage Vbat to rise to the primary voltage VDC1 (corresponding to the actual overhead line voltage Vp), the operation of the charge/discharge voltage conversion circuit PC is stopped (step D25). Next, the short-circuit switching device SWS is opened (step D27). Then, the first switching device SW1 is turned on again (step D29).

On the other hand, if the primary voltage VDC1 is less than the storage voltage Vbat (step D19: NO), the control unit CTR turns on the first switching device SW1 again (step D31). Then, the operation of the secondary side of the charge/discharge voltage conversion circuit PC is stopped (step D33).

Furthermore, due to the circuit configuration of the charge/discharge voltage conversion circuit PC, when the operation is stopped, the current through the charge/discharge voltage conversion circuit PC is suppressed. However, from the viewpoint of fail-safe, the second switching device SW2 may be opened (step D35).

When control is performed according to the magnitudes of the primary voltage VDC1 and the storage voltage Vbat in the charge/discharge voltage conversion circuit PC in this way, the main conversion is performed by the crew operating the notch of the master controller in the driver's cab. The switching instruction signals A and B are output from the control units of the circuits TCA and TCB to the main switching devices SWA and SWB, or the control section CTR outputs the switching instruction signals A and B to the main switching devices SWA and SWB. Then, the main switching devices SWA and SWB are turned on (step D37). As a result, the A-system circuit and the B-system circuit are connected to the DC power line, and the overhead wire power from the pantograph PT and the stored power from the power storage unit BTU are supplied to the main converter circuits TCA and TCB, so that the main motor M can be driven. Become.

When the storage voltage Vbat is lower than the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC, the electric vehicle can start running while the charge/discharge voltage conversion circuit PC continues to charge the power storage unit BTU. . That is, after starting the charging operation on the secondary side of the charge/discharge voltage conversion circuit (step D23), without waiting for the storage voltage Vbat to rise to the primary side voltage VDC1, skip steps D25 to D29, The main switching devices SWA and SWB are turned on (step D35). In this case, since power storage unit BTU is charged through the power path from the DC power line to charge/discharge voltage conversion circuit PC, both P-type storage battery BT1 and E-type storage battery BT2 can be charged. Further, the regenerated electric power is returned to the overhead line via the short-circuiting switch SWS that has been turned on in step D21.

Then, when the storage voltage Vbat rises to a predetermined value higher than the overhead wire voltage Vp due to charging while the electric train is running, the control unit CTR stops the skipped steps D25 to D29, that is, the operation of the charge/discharge voltage conversion circuit PC. (Step D25), opening of the short-circuit switching device SWS (Step D27), and re-closing of the first switching device SW1 (Step D29) are executed in this order. As a result, the overhead line hybrid mode is entered, and the power storage unit BTU is brought into the floating charging state.

In the final overhead line hybrid mode, the power path connecting the power storage unit BTU and the DC power line does not pass through the charge/discharge voltage conversion circuit PC. In order to continue the operation of XMC, the power stored in the power storage unit BTU may be supplied to the accessory circuit XMC via a power path passing through the charge/discharge voltage conversion circuit PC. Since switching between the storage battery mode and the overhead wire hybrid mode is performed when the vehicle is stopped or coasting, it is not necessary to supply drive power to the main electric motor M during the switching process. Therefore, the charging/discharging voltage conversion circuit PC does not need to have a capacity corresponding to the driving power of the main motor M, and can be reduced in size by the capacity corresponding to the operating power of the auxiliary circuit XMC.

1.3.5 System Stop in Catenary Hybrid Mode FIG. 13 is a flowchart for explaining the control procedure when stopping the power supply system PS1 in the catenary hybrid mode. Power supply system PS1 is stopped when the electric train is stopped. In the overhead line hybrid mode, the first switchgear SW1 and the third switchgear SW3 are closed. The second switchgear SW2 is closed if the E-type storage battery BT2 of the power storage unit BTU is being charged, otherwise it is opened (step E1).

First, when the driver operates the forward/reverse switch on the cab to the neutral position, the controllers of the main conversion circuits TCA and TCB output opening/closing instruction signals A and B to the main opening/closing devices SWA and SWB. The part CTR outputs the opening/closing instruction signals A and B from the main switching devices SWA and SWB, thereby opening the main switching devices SWA and SWB (step E3). Next, by operating the lowering switch of the pantograph PT on the cab, the control units of the main conversion circuits TCA and TCB output the opening/closing instruction signal N to the main switching device SMW, or the control unit CTR operates the main switching device SMW. , the second switching device SW2 and the third switching device SW3 are opened (step E5). Next, the first opening/closing device SW1 is opened (step E7). As a result, the supply of overhead wire power from the pantograph PT to the DC power line is interrupted, and the operation of the accessories is stopped.

After that, the controller CTR opens the main switchgear SWM (step E9) in accordance with the state transition instruction signal P of the pantograph PT from the controllers of the main conversion circuits TCA and TCB or from the controller CRT, and then opens the pantograph PT. It is lowered to make a transition to the non-collecting state (step E11). As a result, all the switchgears are opened and the power supply system PS1 is stopped.

1.3.6 System Shutdown in Storage Battery Mode FIG. 14 is a flowchart for explaining the control procedure when stopping the power supply system PS1 in the storage battery mode. Power supply system PS1 is stopped when the electric train is stopped. In the storage battery mode, the first switchgear SW1 is closed and the second switchgear SW2 is opened. The third switchgear SW3 is closed if the mode has been switched or the E-type storage battery BT2 has been charged via the charge/discharge voltage conversion circuit PC after startup, and if not, the third switchgear SW3 is opened (step F1 ).

First, the controller CTR opens the third opening/closing device SW3 by, for example, manually turning off the battery switch on the driver's cab (step F3). Subsequently, the first opening/closing device SW1 is opened (step F5). As a result, the supply of the power stored in the power storage unit BTU to the DC power line is interrupted, and the operation of the accessories is stopped. After that, the main switching device SWM is opened (step F7). As a result, all the switchgears are opened and the power supply system PS1 is stopped.

1.3.7 Startup in Pure Catenary Mode FIG. 15 is a flow chart for explaining the control procedure when starting the stopped power supply system PS1 in pure catenary mode. Since the power supply system PS1 is stopped, the electric car is stopped, and in principle, the main switching devices SWM, SWA, SWB and the first to third switching devices SW1, SW2, SW3 are all in the open state. The main conversion circuits TCA and TCB, the auxiliary circuit XMC, and the charge/discharge voltage conversion circuit PC all stop operating.

A state transition instruction signal P is output to the pantograph PT by operating the up switch of the pantograph PT on the cab, or the control unit CTR outputs the state transition instruction signal P to the pantograph PT, so that the pantograph PT is current-collected. It is raised to make a transition to the state (step G1). Next, the controller CTR detects that the pantograph PT is in the raised state, and turns on the short-circuit switching device SWS (step G3).

Then, the control unit of the main conversion circuits TCA and TCB outputs the opening/closing instruction signal N to the main switching device SWM by operating the forward/backward switch of the cab, or the control unit CTR instructs the main switching device SWM to open/close. By outputting the signal N, the main switchgear SWM is closed (step G5). When the main switchgear SWM is turned on, overhead wire power (overhead wire voltage Vp) from the pantograph PT is supplied to the DC power line, and the accessories can start operating.

After that, when the notch of the master controller provided in the cab is operated by the crew, the controllers of the main converter circuits TCA and TCB output the switching instruction signals A and B to the main switching devices SWA and SWB, Alternatively, the main switching devices SWA, SWB are turned on by the controller CTR outputting the switching instruction signals A, B to the main switching devices SWA, SWB (step G7). As a result, the A-system circuit and the B-system circuit are connected to the DC power line, and overhead wire power from the pantograph PT is supplied to the main conversion circuits TCA and TCB, so that the main motor M can be driven.

Then, when a trigger for starting charging is detected while the electric vehicle is running (step G9), the control unit CTR turns on the second opening/closing device SW2 (step G11). By turning on the second switchgear SW2, the power path connecting the DC power line and the primary side of the charge/discharge voltage conversion circuit PC is opened, and the primary side voltage VDC1 of the charge/discharge voltage conversion circuit PC becomes the overhead wire voltage Vp. . The trigger to start charging is detection by comparing the storage voltage Vbat of the power storage unit BTU with a predetermined storage start threshold, detection by comparing the remaining charge SOC with a predetermined storage start threshold, or detection by an electric vehicle charging. Detecting that the electric car has reached a predetermined point as the point to start charging, or detecting that the electric car has reached a predetermined time as the time to start charging. It can be considered as a trigger.

Next, the third switching device SW3 is turned on (step G13). By turning on the third switching device SW3, the power path connecting the secondary side of the charge/discharge voltage conversion circuit PC and the power storage unit BTU is opened, and the power on the secondary side of the charge/discharge voltage conversion circuit PC (storage voltage Vbat ) is supplied to power storage unit BTU, and charging of power storage unit BTU is started. After that, by adjusting the duty ratio of the charging/discharging voltage conversion circuit PC, it is possible to control the current on the secondary side, which is the charging current of the power storage unit BTU (charging operation) (step G15).

After that, when the charge completion trigger is detected (step G17), the operation of the charge/discharge voltage conversion circuit PC is stopped (step G19). Then, the second opening/closing device SW2 is opened (step G21). The trigger for completion of charging is detection by comparing the storage voltage Vbat of the power storage unit BTU with a predetermined charging completion threshold, detection by comparing the remaining charge SOC with a predetermined charging completion threshold, or detection by the electric vehicle charging. Triggering the detection indicating completion of charging, such as reaching a predetermined point as a point to complete charging or detecting that an electric vehicle reaches a predetermined time as a time to complete charging. It is conceivable that

1.3.8 Switching from Pure Catenary Mode to Storage Battery Mode FIG. 16 is a flowchart for explaining a control procedure when switching from pure catenary mode to storage battery mode. Switching from the pure overhead line mode to the storage battery mode can be performed when the electric train is stopped or when coasting.

In the pure overhead line mode, the first switchgear SW1 and the second switchgear SW2 are opened. The third switchgear SW3 is closed if the mode has been switched or the E-type storage battery BT2 has been charged via the charge/discharge voltage conversion circuit PC after startup, and if not, it is opened (step H1). ). In addition, the electric car is stopped, the main switching devices SWA and SWB are opened, and the main circuit stops operating. It is operable or in operation.

When the control unit CTR detects the trigger for switching to the storage battery mode, first, the second opening/closing device SW2 is closed (step H3). By turning on the second switchgear SW2, the primary side voltage VDC1 of the charge/discharge voltage conversion circuit PC becomes the overhead wire voltage Vp. The trigger for switching to the storage battery mode may be a manual trigger by operating a mode selection switch provided on the driver's cab, or may be an automatic trigger by location detection.

Next, the charge/discharge voltage conversion circuit PC is caused to start DC power line current zero control (step H5). This zero current control is a control in which the current Ip flowing in the DC power line is made zero current by gradually increasing the current (discharge current) on the primary side by adjusting the duty ratio. As the discharge current from the charging/discharging voltage conversion circuit PC increases, the proportion of overhead wire power from the pantograph PT in the power supplied to the auxiliary circuit XMC decreases, so that the current Ip in the DC power line decreases. become. The current Ip of the DC power line is the total current of the detected currents I1 and I2 of the current sensors CT1 and CT2, respectively.

When the controller CTR detects that the current Ip flowing through the DC power line has become zero current, it lowers the pantograph PT to transition to the non-collecting state (step H7). When the current Ip becomes zero current, the power supplied to the DC power line is almost switched from the overhead wire power from the pantograph PT to the discharged power of the power storage unit BTU via the charging/discharging voltage conversion circuit PC. . Due to the zero current, no arcing occurs as the pantograph PT descends. Subsequently, the duty ratio of the first buck-boost circuit on the primary side of the charge/discharge voltage conversion circuit PC is changed to "1 (fully open)" (step H9). As a result, the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC becomes the stored voltage Vbat.

Next, the first switchgear SW1 is turned on (step H11). By turning on the first switchgear SW1, the power path connecting the power storage unit BTU and the DC power line becomes parallel to the path via the charge/discharge voltage conversion circuit PC and the path via the first switchgear SW1. There are two routes. The supply voltage from each of the two power paths is the storage voltage Vbat. Then, the operation of the charge/discharge voltage conversion circuit PC is stopped (step H13). Subsequently, the second opening/closing device SW2 is opened (step H15). As a result, the power path from the power storage unit BTU to the DC power line is only the path via the first switchgear SW1. That is, the discharged power (storage voltage Vbat) of the power storage unit BTU is supplied to the DC power line only via the first switching device SW1.

After that, the notch of the master controller provided in the cab is operated by the crew to output the opening/closing instruction signals A and B to the main switching devices SWA and SWB, or the control unit CTR controls the main switching devices SWA and SWB. By outputting the switching instruction signals A and B to SWB, the main switching devices SWA and SWB are turned on (step H17). As a result, even if the main switching devices SWA and SWB are in the open state, they are turned on. As a result, power paths between power storage unit BTU and the A-system and B-system circuits are opened, and the discharged power of power storage unit BTU is supplied to main conversion circuits TCA and TCB, enabling main motor M to be driven. .

1.3.9 Switching from Storage Battery Mode to Pure Catenary Mode FIG. 17 is a flowchart for explaining the control procedure when switching from the storage battery mode to the pure catenary mode. Switching from the storage battery mode to the pure overhead line mode can be performed when the electric train is stopped or coasting, but in the following description it is assumed that it is performed when the train is stopped.

In the storage battery mode, the first switchgear SW1 is closed and the second switchgear SW2 is opened (step I1). In addition, the electric car is stopped, the main switching devices SWA and SWB are opened, and the main circuit stops operating. It is in operation.

When the control unit CTR detects the trigger for switching to the pure overhead line mode, first, the second switchgear SW2 is turned on (step I3). The trigger for switching to the pure catenary mode may be a manual trigger by operating a mode selection switch provided on the cab, or the arrival of the electric car at a predetermined point for switching to the pure catenary mode is detected. It may be automatically triggered by point detection. By turning on the second switching device SW2, the power path from the power storage unit BTU to the primary side of the charge/discharge voltage conversion circuit PC is opened, and the primary side voltage VDC1 of the charge/discharge voltage conversion circuit PC becomes the storage voltage Vbat.

Next, if the third switching device SW3 is in the closed state, it is maintained. If the third switching device SW3 is not closed, it is closed (step I5). Subsequently, the charge/discharge voltage conversion circuit PC is caused to start the discharge voltage conversion operation to change the duty ratio on the primary side to "1 (fully open)" (step I7). As a result, the power stored in the power storage unit BTU supplied to the secondary side of the charge/discharge voltage conversion circuit PC is discharged to the primary side (one side), and the power path connecting the power storage unit BTU and the DC power line is discharged. are two parallel paths, one path via the first switchgear SW1 and the other path via the charge/discharge voltage conversion circuit PC.

Next, the controller CTR opens the first switchgear SW1 (step I9). By opening the first switchgear SW1, the power path connecting the power storage unit BTU and the DC power line becomes only the path via the charge/discharge voltage conversion circuit PC. Subsequently, the boost operation on the secondary side of the charge/discharge voltage conversion circuit PC is started (step I11). Then, when the primary side voltage VDC1 and the intermediate capacitor voltage VDCH rise to a predetermined value (for example, 650 V) higher than the nominal value of the overhead line voltage Vp, the DC power line current zero control on the primary side of the charge/discharge voltage conversion circuit PC is performed. start (step I13). This current zero control gradually increases the discharge current on the primary side by controlling the duty ratio of the first buck-boost circuit on the primary side, and the current flowing in the DC power line, that is, the current sensors CT1 and CT2. This control is such that the total current of the detected currents I1 and I2 is zero current.

Then, the pantograph PT is raised to transition to the current collecting state (step I15). Immediately after the pantograph PT transitions to the current collecting state, the nominal value of the overhead wire voltage Vp differs slightly from the actual value. In some cases, only a transient inflow of overhead wire current occurs. The supply voltage to the auxiliary equipment circuit XMC can be converged to the actual overhead line voltage Vp by the primary side DC power line current zero control.

When it is determined that the supply voltage to the accessory circuit XMC has converged to the overhead line voltage Vp, the current zero control on the primary side of the charge/discharge voltage conversion circuit PC is stopped (step I17). As a result, all the power supplied to the DC power line is switched to overhead line power. After that, the main switching device SWS is turned on (step I19). As a result, the regenerated electric power is returned to the overhead line through the short-circuit switchgear SWS and the main switchgear SWM.

Subsequently, the control unit CTR compares the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC with the storage voltage Vbat. The primary side voltage corresponds to the actual overhead line voltage Vp. If the primary side voltage VDC1 is equal to or higher than the storage voltage Vbat (step I21: YES), the charging operation on the secondary side of the charge/discharge voltage conversion circuit PC is started (step I23). This charging operation is an operation of controlling the current (charging current) on the secondary side by adjusting the duty ratio of the second buck-boost circuit on the secondary side. Since the secondary voltage VDC2 (corresponding to the storage voltage Vbat) is lower than the primary voltage VDC1 (corresponding to the actual overhead line voltage Vp), the current flow direction of the charge/discharge voltage conversion circuit PC is from the primary side to the secondary side. direction (charging direction). This charging operation is a charging voltage conversion operation in which the power from the DC power line supplied to the primary side (one side) of the charge/discharge voltage conversion circuit PC is converted to the secondary side (the other side) and output. . Then, when the storage voltage Vbat rises to the primary side voltage VDC1 (corresponding to the actual overhead wire voltage Vp) by the charging operation, the operation of the charge/discharge voltage conversion circuit PC is stopped (step I25).

On the other hand, if the primary voltage VDC1 is less than the storage voltage Vbat (step I21: NO), the control unit CTR stops the operation of the secondary side of the charge/discharge voltage conversion circuit PC (step I25).

After performing control according to the magnitude of the primary side voltage VDC1 of the charge/discharge voltage conversion circuit PC and the storage voltage Vbat in this manner, the first switchgear SW1 is opened (step I27).

After that, the notch of the master controller provided in the cab is operated by the crew to output switching instruction signals A and B from the control units of the main conversion circuits TCA and TCB to the main switching devices SWA and SWB. Alternatively, the control unit CTR outputs the switching instruction signals A, B to the main switching devices SWA, SWB, thereby turning on the main switching devices SWA, SWB (step I29). As a result, the A-system circuit and the B-system circuit are connected to the DC power line, and the overhead wire power from the pantograph PT and the stored power from the power storage unit BTU are supplied to the main converter circuits TCA and TCB, so that the main motor M can be driven. becomes.

When the storage voltage Vbat is lower than the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC, the electric vehicle can start running while the charge/discharge voltage conversion circuit PC continues to charge the power storage unit BTU. . That is, after starting the charging operation on the secondary side of the charge/discharge voltage conversion circuit (step I23), steps I25 and I27 are skipped without waiting for the storage voltage Vbat to rise to the primary side voltage VDC1. The main switching devices SWA and SWB are turned on (step I29). In this case, since power storage unit BTU is charged through the power path from the DC power line to charge/discharge voltage conversion circuit PC, both P-type storage battery BT1 and E-type storage battery BT2 can be charged. Further, the regenerated electric power is returned to the overhead line via the short-circuiting switch SWS that has been turned on in step I19.

Then, when the storage voltage Vbat rises to a predetermined value higher than the overhead line voltage Vp due to charging while the electric train is running, the control unit CTR performs skipped steps I25 and I27, that is, stops the operation of the charge/discharge voltage conversion circuit PC. (Step I25), the first opening/closing device SW1 is opened (Step I27). As a result, the pure overhead line mode is set, and the power path connecting the power storage unit BTU and the DC power line is cut off.

1.3.10 System Stop in Pure Catenary Mode FIG. 18 is a flowchart for explaining the control procedure when stopping the power supply system PS1 in pure catenary mode. Power supply system PS1 is stopped when the electric train is stopped. In the pure overhead line mode, the first switchgear SW1 and the second switchgear SW2 are opened. The third switchgear SW3 is closed if the mode has been switched or the E-type storage battery BT2 has been charged via the charge/discharge voltage conversion circuit PC after startup, and if not, the third switchgear SW3 is opened (step J1 ).

First, when the driver operates the forward/reverse switch on the cab to the neutral position, the control units of the main conversion circuits TCA and TCB output opening/closing instruction signals A and B to the main opening/closing devices SWA and SWB. The control unit CTR opens the main switching devices SWA, SWB by outputting the switching instruction signals A, B to the main switching devices SWA, SWB (step J3). Next, by operating the lowering switch of the pantograph PT on the cab, the controllers of the main conversion circuits TCA and TCB output the opening/closing instruction signal WS to the short circuit switch device SWS, or the controller CTR outputs the short circuit switch device SWS. , the short-circuit switch device SWS is opened (step J5).

After that, the controller CTR opens the main switchgear SWM (step J7) in accordance with the state transition instruction signal P of the pantograph PT from the controllers of the main conversion circuits TCA and TCB or from the controller CRT, and then turns off the pantograph PT. It is lowered to transition to the current collecting state (step J9). As a result, all the switchgears are opened and the power supply system PS1 is stopped.

1.4 Actions and Effects As described above, according to the first embodiment, it is possible to realize a new power supply system PS1 for an electric vehicle that reduces the required outfitting space for coping with non-electrified sections. Specifically, a power path connecting the DC power line to which the main circuit and the auxiliary circuit XMC are connected and the power storage unit BTU includes a path that passes through the charge/discharge voltage conversion circuit PC and a path that does not pass through it. there is As a result, in the storage battery mode when traveling in a non-electrified section and the overhead wire hybrid mode when traveling in an electrified section, the discharged power from the power storage unit BTU is transferred to the main conversion circuit without going through the charge/discharge voltage conversion circuit PC. It becomes possible to supply to TCA and TCB. In other words, the charging/discharging voltage conversion circuit PC does not need to have a capacity corresponding to the drive power of the main motor M, and can be reduced in size by the capacity corresponding to the operating power of the auxiliary circuit XMC.

In addition, according to the additional power supply system APS, it is possible to use the equipment of the power supply system for electric vehicles, which was only compatible with electrified sections, to be compatible with non-electrified sections.

Furthermore, in both the switching to the storage battery mode and the overhead line hybrid mode, it is possible to prevent the occurrence of rush currents and reverse currents to the overhead contact lines while continuing to operate auxiliary equipment such as lighting and air conditioning in the car. can do.

[Second embodiment]
Next, a second embodiment will be described. In the following second embodiment, the same components as those in the above-described first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted or simplified.

2.1 System Configuration FIG. 19 is a schematic configuration diagram of the power supply system PS2 in the second embodiment. This power supply system PS2 has a configuration in which the additional power supply system APS of FIG. 1 is added to the existing power supply system of a DC electric vehicle.

The existing power supply system is similar to the first embodiment described above. That is, the main circuit (the A-system main circuit and the B-system main circuit), which is the circuit related to the main motor M, is connected to the DC power line to which the overhead power collected from the overhead contact line by the pantograph PT is supplied via the main switchgear SWM. ) are connected, and the auxiliary circuit XMC is connected to the front stage of the main switching device SWM via the switching device SWX when viewed from the pantograph PT.

In the power supply system PS2 of the second embodiment, the switchgear SWX is always in the "connected state". In the charge/discharge unit CDU, the internal connection terminals TW3 and TW4 are connected, and the internal connection terminals TW1 and TW3 and the internal connection terminals TW2 and TW4 are opened.

Therefore, the power storage unit BTU is connected to the DC power line through the first switchgear SW1, and is connected to the secondary side of the charge/discharge voltage conversion circuit PC through the third switchgear SW3. Since the switching device SWX is always connected, the auxiliary circuit XMC is connected to the front stage of the main switching device SWM as seen from the pantograph, that is, connected to the pantograph PT without passing through the main switching device SWM. It is said to have been In addition, the charge/discharge voltage conversion circuit PC has a primary side connected to the auxiliary circuit XMC via the second switchgear SW2, and a secondary side connected to the power storage unit BTU via the third switchgear SW3. It's becoming

2.2 Power Supply Mode In the second embodiment, as in the first embodiment described above, the power supply mode can be switched between three types of power supply modes: an overhead line hybrid mode, a storage battery mode, and a pure overhead line mode. Each power supply mode will be described.

2.2.1 Catenary hybrid mode The catenary hybrid mode is a mode in which the vehicle travels based on the catenary power collected by the pantograph PT and the power stored in the power storage unit BTU, and the power storage unit BTU is charged. This mode is applicable to

FIG. 20 is a diagram showing the flow of electricity in the catenary hybrid mode. In FIG. 20, the paths in the conducting state are indicated by thick lines. As shown in FIG. 20, in the overhead line hybrid mode, the pantograph PT is raised, the main switchgear SWM is closed, and the short-circuit switchgear SWS is opened. That is, overhead power is supplied to the DC power line, and the main circuit can operate based on this power. Further, since the switchgear SWX is always connected, the auxiliary circuit XMC is operable or in operation based on the overhead power supplied via the switchgear SWX.

Also, the first switchgear SW1 is turned on, and the charging/discharging voltage conversion circuit PC stops operating. Due to the circuit configuration of the charge/discharge voltage conversion circuit PC, when the operation is stopped, the flow through the charge/discharge voltage conversion circuit PC is suppressed. The state is the same in both the open state and the closed state, but from the viewpoint of fail-safe, only the second switchgear SW2 may be in the open state. In other words, the power path connecting the power storage unit BTU and the DC power line is in a state in which the path via the first switchgear SW1 and not via the charge/discharge voltage conversion circuit PC is open. The main circuit can operate based on both overhead line power supplied to the DC power line and power stored in the power storage unit BTU. The accessory circuit XMC is operable based on only overhead power from the pantograph PT because the short-circuit switch SWS is open.

In the overhead line hybrid mode, as in the first embodiment, charging and discharging operations occur naturally in the direction in which the overhead line voltage Vp and the storage voltage Vbat are substantially equal (Vp≈Vbat), and the power storage unit BTU becomes equal to the overhead line voltage Vp. It is in a "floating charge state" in which discharging and charging are automatically performed according to the magnitude of the storage voltage Vbat. In other words, when the overhead wire voltage Vp becomes lower than the storage voltage Vbat during power running (Vp<Vbat), the storage unit BTU is discharged and the stored power is supplied to the DC power line. Then (Vp>Vbat), the power storage unit BTU is charged by overhead wire power supplied to the DC power line. This charging is only for the P-type storage battery BT1. Further, all of the regenerated electric power is stored in power storage unit BTU (more specifically, P-type storage battery BT1).

If it is desired to charge the E-type storage battery BT2 to the overhead line voltage Vp in the overhead line hybrid mode, charging can be performed by the charge/discharge voltage conversion circuit PC as in the pure overhead line mode described later. That is, by turning on the second switchgear SW2 and the third switchgear SW3 and causing the charge/discharge voltage conversion circuit PC to perform the charging operation, the overhead line power supplied via the switchgear SWX and the auxiliary equipment additional connection line can be stored in the power storage unit BTU via the charge/discharge voltage conversion circuit PC. Since the power path passes through the charge/discharge voltage conversion circuit PC, both the P-type storage battery BT1 and the E-type storage battery BT2 of the power storage unit BTU can be charged, and can be charged up to the overhead wire voltage Vp.

2.2.2 Storage Battery Mode The storage battery mode is a mode in which the vehicle travels based on the power stored in the power storage unit BTU.

FIG. 21 is a diagram showing the flow of electricity in the storage battery mode. In FIG. 21, the paths in the conducting state are indicated by thick lines. As shown in FIG. 21, in the storage battery mode, the pantograph PT is lowered and the main switchgear SWM and the short-circuit switchgear SWS are closed. Also, the first switchgear SW1 is closed, and the charging/discharging voltage conversion circuit PC stops operating. Since the current through the charge/discharge voltage conversion circuit PC is inhibited by stopping the operation, the second switchgear SW2 and the third switchgear SW3 are theoretically in the same state regardless of whether they are open or closed. , only the second switching device SW2 may be opened from the viewpoint of fail-safe. In other words, the power path connecting the power storage unit BTU and the DC power line is in a state in which the path via the first switchgear SW1 and not via the charge/discharge voltage conversion circuit PC is open. Based on the power stored in the power storage unit BTU, the main circuit and the auxiliary circuit XMC are operable. Electric power stored in power storage unit BTU is supplied to auxiliary circuit XMC via a DC power line, short-circuit switchgear SWS, main switchgear SWM, and switchgear SWX.

In discharging the power storage unit BTU, the P-type storage battery BT1 is first discharged, and then the E-type storage battery BT2 is discharged according to the decrease in the discharge voltage, as in the above-described overhead wire hybrid mode. Also, during regeneration, all of the regenerated electric power is stored in the P-type storage battery BT1 of the power storage unit BTU, as in the overhead wire hybrid mode described above.

2.2.3 Pure overhead line mode The pure overhead line mode is a mode in which trains run based on overhead line power from the pantograph PT, and is applicable only in electrified sections.

FIG. 22 is a diagram showing the flow of electricity in the pure catenary mode. In FIG. 22, the paths in the state of conduction are indicated by thick solid lines. As shown in FIG. 22, in the pure overhead line mode, the pantograph PT is raised, and the main switchgear SWM and the short-circuit switchgear SWS are closed. The auxiliary circuit XMC can operate based on overhead power from the pantograph PT supplied via the switchgear SWX, and the main circuit receives overhead power from the pantograph PT supplied to the DC power line. It is already operable. In addition, the second opening/closing device SW2 and the first opening/closing device SW1 are opened. The third switchgear SW3 is closed when the mode is switched or when the E-type storage battery BT2 is being charged via the charge/discharge voltage conversion circuit PC after startup, otherwise it is open. The charge/discharge voltage conversion circuit PC has stopped operating. The regenerated power is returned to the overhead line via the short-circuit switchgear SWS and the main switchgear SWM.

In the pure overhead line mode, the power storage unit BTU is further charged at arbitrary timing. A thick dotted line indicates a current path for charging power storage unit BTU. That is, in the pure overhead line mode, by turning on the second switchgear SW2 and the third switchgear SW3 and causing the charge/discharge voltage conversion circuit PC to perform the charging operation, the switchgear SWX and the auxiliary equipment additional connection line The overhead wire power supplied from the pantograph PT is stored in the power storage unit BTU via the charging/discharging voltage conversion circuit PC. Since the electric power path passes through the charge/discharge voltage conversion circuit PC, both the P-type storage battery BT1 and the E-type storage battery BT2 of the power storage unit BTU can be charged.

2.3 Control Operation Next, the control operation for switching the power supply mode by the control unit CTR will be described in detail with reference to FIGS. 23 to 32. FIG. The selection and switching of these power supply modes are performed by an instruction operation of the crew at the driver's cab.

2.3.1 Activation in overhead wire hybrid mode FIG. 23 is a flowchart for explaining the control procedure when starting the stopped power supply system PS2 in the overhead wire hybrid mode. Since the power supply system PS2 is stopped, the electric car is stopped, and in principle, the main switchgears SWM, SWA, SWB and the first to third switchgears SW1, SW2, SW3 are all in the open state. Thus, the main conversion circuits TCA and TCB, the auxiliary circuit XMC, and the charge/discharge voltage conversion circuit PC all stop operating.

By outputting the state transition instruction signal P to the pantograph PT in response to the operation of the up switch of the pantograph PT from the cab, or by outputting the state transition instruction signal P to the pantograph PT by the control unit CTR, first, the pantograph PT is raised to transition to the current collecting state (step K1). By raising the pantograph PT, overhead wire power (overhead wire voltage Vp) is supplied to the accessory circuit XMC, and the accessories can start operating. Next, the controller CTR detects that the pantograph PT is in the raised state, and opens the short-circuit switching device SWS (step K3). This step K3 is a step just in case the door is not open in the initial state.

After that, when the forward/reverse switch of the cab is operated, the switching instruction signal N is output from the control units of the main conversion circuits TCA and TCB to the main switching device SWM, or the control unit CTR opens and closes the main switching device SWM. By outputting the instruction signal N, the main switchgear SWM is closed (step K5). By turning on the main switchgear SWM, overhead wire power from the pantograph PT is supplied to the DC power line.

Next, the second opening/closing device SW2 is turned on (step K7). When the second switchgear SW2 is turned on, the power path from the pantograph PT to the primary side of the charge/discharge voltage conversion circuit PC is opened, and the overhead wire voltage Vp is applied to the intermediate capacitor FCH of the charge/discharge voltage conversion circuit PC. be.

Subsequently, the primary side voltage VDC1 of the charge/discharge voltage conversion circuit PC and the storage voltage Vbat are compared. The primary voltage VDC1 corresponds to the actual overhead wire voltage Vp. If the primary voltage VDC1 is equal to or higher than the storage voltage Vbat (VDC1≧Vbat) (step K9: YES), the third switching device SW3 is turned on (step K11). By turning on the third switchgear SW3, the secondary voltage VDC2 of the charge/discharge voltage conversion circuit PC becomes the storage voltage Vbat. Next, the charging operation is started on the secondary side of the charging/discharging voltage conversion circuit PC (step K13). The charging operation continues until the secondary side voltage VDC2 (corresponding to the storage voltage Vbat) becomes equal to the primary side voltage VDC1 (corresponding to the actual overhead wire voltage Vp).

On the other hand, if the primary voltage VDC1 is lower than the storage voltage Vbat (VDC1<Vbat) (step K9: NO), the first step-up/step-down circuit on the primary side of the charge/discharge voltage conversion circuit PC starts step-up operation (step K15). ). Then, when the intermediate capacitor voltage VDCH rises to the storage voltage Vbat, the third switching device SW3 is turned on (step K17).

After performing control according to the magnitude of the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC and the storage voltage Vbat, the operation of the charge/discharge voltage conversion circuit PC is stopped (step K19). Next, the first switchgear SW1 is turned on (step K21). As a result, the only power path connecting the power storage unit BTU and the DC power line is the path via the first switchgear SW1.

Furthermore, due to the circuit configuration of the charge/discharge voltage conversion circuit PC, when the operation is stopped, the current through the charge/discharge voltage conversion circuit PC is suppressed. However, from the viewpoint of fail-safe, the second switching device SW2 may be opened (step K23).

After that, the notch of the master controller in the driver's cab is operated by the crew to output switching instruction signals A and B from the control units of the main conversion circuits TCA and TCB to the main switching devices SWA and SWB. The main switching devices SWA, SWB are turned on by the part CTR outputting the switching instruction signals A, B to the main switching devices SWA, SWB (step K25). As a result, the A-system circuit and the B-system circuit are connected to the DC power line, and overhead wire power from the pantograph PT is supplied to the main conversion circuits TCA and TCB, so that the main motor M can be driven.

2.3.2 Startup in Storage Battery Mode FIG. 24 is a flowchart for explaining the control procedure when starting up the stopped power supply system PS2 in the storage battery mode. Since the power supply system PS2 is 1 stop, the electric car is stopped, and in principle, each switchgear of the main switchgears SWM, SWA, SWB and the first to third switchgears SW1, SW2, SW3 is open. Thus, the main conversion circuits TCA and TCB, the auxiliary circuit XMC, and the charge/discharge voltage conversion circuit PC all stop operating.

When the control unit CTR detects the trigger for activating the storage battery, it outputs a state transition instruction signal P to the pantograph PT, and lowers the pantograph PT to transition to the non-collecting state (step L1). As a trigger for activating the storage battery, a manual trigger by operating a mode selection switch provided on the driver's cab or operating a storage battery switch is conceivable. Next, the short-circuit switching device SWS is turned on (step L3). This step L3 is a step just in case the door is not open in the initial state.

Next, when the driver operates the forward/reverse switch on the cab, the controller CTR confirms that the main switchgear SWM is open and turns on the first switchgear SW1 (step L5). Next, the main switching device SWM is turned on (step L7). As a result, the electric power discharged from the power storage unit BTU is supplied to the accessory circuit XMC, so that the accessories can start operating.

Thereafter, the notch of the master controller in the driver's cab is operated by the crew to output opening/closing instruction signals A and B to the main switching devices SWA and SWB, or the control unit CTR sends the main switching devices SWA and SWB to the main switching devices SWA and SWB. By outputting the switching instruction signals A and B, the main switching devices SWA and SWB are turned on (step L9). As a result, the A-system circuit and the B-system circuit are connected to the DC power line, and the electric power discharged from the power storage unit BTU is supplied to the main converter circuits TCA and TCB, so that the main motor M can be driven.

2.3.3 Switching from overhead line hybrid mode to storage battery mode FIG. 25 is a flowchart for explaining a control procedure for switching from the overhead line hybrid mode to the storage battery mode. Switching from the overhead line hybrid mode to the storage battery mode can be performed when the electric vehicle is stopped or coasting, but in the following description it is assumed that it is performed when the vehicle is stopped.

In the overhead wire hybrid mode, the first switchgear SW1, the third switchgear SW3 and the main switchgear SWM are closed. The second switching device SW2 is closed if the E-type storage battery BT2 of the power storage unit BTU is being charged, and is otherwise opened (step M1). In addition, the electric car is stopped, the main switching devices SWA and SWB are opened, and the main circuit stops operating. It is in operation.

When the control unit CTR detects the trigger for switching to the storage battery mode, first, the second opening/closing device SW2 is closed (step M3). As a result, the overhead line voltage Vp is applied to the primary side (one side) of the charge/discharge voltage conversion circuit PC, and the storage voltage Vbat (more precisely, the voltage of the E-type storage battery BT2) is applied to the secondary side (the other side) of the charge/discharge voltage conversion circuit PC. side), the higher of the overhead line voltage Vp and the storage voltage Vbat is applied to the intermediate capacitor FCH. The trigger for switching to the storage battery mode may be a manual trigger by operating a mode selection switch provided on the cab, or an automatic trigger by point detection that detects that the electric vehicle has reached a predetermined point for switching to the storage battery mode. It can also be used as a trigger.

Next, the operation of the charge/discharge voltage conversion circuit PC is started (step M5). This operation is a voltage conversion operation that converts the stored electric power of the power storage unit BTU supplied to the secondary side to the primary side and outputs the primary side voltage VDC1 to the overhead line voltage Vp. Specifically, the current value Ix flowing to the accessory circuit XMC side measured by the current sensor CT2 is half the allowable current value obtained by dividing the maximum allowable power of the accessory circuit XMC by the nominal value of the overhead line voltage Vp. Control is performed to adjust and fix the primary-side voltage VDC1 of the charge/discharge voltage conversion circuit PC to the extent that . As a result, the accessory circuit XMC is supplied with the overhead wire power from the pantograph PT and the stored power in the power storage unit BTU via the charging/discharging voltage conversion circuit PC. be.

Subsequently, the pantograph PT is lowered to transition to the non-collecting state (step M7). As a result, the power supplied to the accessory circuit XMC is only the power stored in the power storage unit BTU via the charge/discharge voltage conversion circuit PC. Note that the overhead wire voltage Vp and the primary voltage VDC1 of the charge/discharge conversion circuit PC are substantially the same, and more than half of the power supplied to the auxiliary circuit XMC is supplied via the charge/discharge voltage conversion circuit PC. As a result, the occurrence of an arc when the pantograph PT is switched to the non-collecting state can be suppressed.

Subsequently, the duty ratio of the primary side of the charge/discharge voltage conversion circuit PC is changed to "1 (fully open)" (step M9). As a result, the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC becomes the storage voltage Vbat. Next, the short-circuit switching device SWS is turned on (step M11). As a result, the electric power path between the power storage unit BTU and the auxiliary circuit XMC is divided into two parallel paths, one passing through the first switchgear SW1 and the short-circuiting switchgear SWS and the other passing through the charge/discharge voltage conversion circuit PC. becomes. Then, the operation of the secondary side of the charge/discharge voltage conversion circuit PC is stopped (step M13).

Furthermore, due to the circuit configuration of the charge/discharge voltage conversion circuit PC, when the operation is stopped, the current through the charge/discharge voltage conversion circuit PC is suppressed. However, from the viewpoint of fail-safe, the second switching device SW2 may be opened (step M15).

After that, the notch of the master controller in the driver's cab is operated by the crew to output the opening/closing instruction signals A and B to the main switching devices SWA and SWB, or the control unit CTR is sent to the main switching devices SWA and SWB. By outputting the switching instruction signals A and B, the main switching devices SWA and SWB are turned on (step M17). As a result, even if the main switching devices SWA and SWB are in the open state, they are turned on. As a result, the power lines between the power storage unit BTU and the A-system and B-system circuits are opened, and the discharged power of the power storage unit BTU is supplied to the main conversion circuits TCA and TCB, so that the main motor M can be driven. .

In the final storage battery mode, the power stored in the power storage unit BTU is supplied to the main conversion circuits TCA and TCB and the auxiliary circuit XMC through a power path that does not pass through the charge/discharge voltage conversion circuit PC. to the storage battery mode, in order to continue the operation of the auxiliary circuit XMC, the power stored in the power storage unit BTU is supplied to the auxiliary circuit XMC through the power path passing through the charge/discharge voltage conversion circuit PC. can be Since switching between the overhead wire hybrid mode and the storage battery mode is performed when the vehicle is stopped or when coasting, it is not necessary to supply drive power to the main motor M during the switching process. Therefore, the charging/discharging voltage conversion circuit PC does not need to have a capacity corresponding to the driving power of the main motor M, and can be reduced in size by the capacity corresponding to the operating power of the auxiliary circuit XMC.

2.3.4 Switching from storage battery mode to overhead wire hybrid mode FIG. 26 is a flowchart for explaining a control procedure for switching from the storage battery mode to the overhead wire hybrid mode. Switching from the storage battery mode to the catenary hybrid mode can be performed when the electric car is stopped or coasting, as in switching from the catenary hybrid mode to the storage battery mode.

In the storage battery mode, the second switchgear SW2 is opened, and the first switchgear SW1 and the short-circuit switchgear SWS are closed (step N1). In addition, the electric car is stopped, the main switching devices SWA and SWB are opened, and the main circuit stops operating. It is in operation.

When the control unit CTR detects a trigger for switching to the overhead line hybrid mode, first, the second switchgear SW2 is turned on (step N3). The trigger for switching to the overhead wire hybrid mode may be a manual trigger by operating a mode selection switch provided on the cab, or a point detection that detects that the electric car has reached a predetermined point for switching to the overhead wire hybrid mode. It is good also as an automatic trigger by.

Next, if the third switchgear SW3 is in the closing state, it is maintained. If the third switching device SW3 is not closed, it is closed (step N5). Subsequently, the charge/discharge voltage conversion circuit PC is caused to start the discharge voltage conversion operation to change the duty ratio of the primary side to "1 (fully open)" (step N7). As a result, there are two paths through which the power stored in the power storage unit BTU is supplied to the auxiliary equipment circuit XMC: one through the DC power line and the other through the charge/discharge voltage conversion circuit PC.

Subsequently, the controller CTR opens the first switchgear SW1 (step N9). By opening the first switchgear SW1, the only path through which the power stored in the power storage unit BTU is supplied to the auxiliary circuit XMC is via the charge/discharge voltage conversion circuit PC. Then, the pantograph PT is raised to transition to the current collecting state (step N11). Thereby, overhead power from the pantograph PT is supplied to the accessory circuit XMC. Next, the operation of the primary side of the charge/discharge voltage conversion circuit PC is stopped (step N13). As a result, only overhead line power is supplied to the auxiliary machine circuit XMC. Immediately after the pantograph PT rises, a transient inflow/outflow of overhead wire current occurs in the pantograph PT. Current flow from the capacitor voltage VDCH to the overhead line stops, and when the overhead line voltage Vp is lower than the storage voltage Vbat, the intermediate capacitor voltage VDCH is instantaneously charged to the overhead line voltage Vp, thereby stopping subsequent inflow.

Subsequently, the control unit CTR compares the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC with the storage voltage Vbat. The primary side voltage corresponds to the actual overhead line voltage Vp. If the primary side voltage VDC1 is equal to or higher than the storage voltage Vbat (step N15: YES), the charging operation on the secondary side of the charge/discharge voltage conversion circuit PC is started (step N17). This charging operation is a charging voltage conversion operation for converting overhead line power supplied to the primary side to the primary side and outputting the same. Then, when the storage voltage Vbat rises to the primary side voltage VDC1 (corresponding to the actual overhead wire voltage Vp) by the charging operation, the operation of the charge/discharge voltage conversion circuit PC is stopped (step N19). Next, the short-circuit switching device SWS is opened (step N21). Then, the first switching device SW1 is turned on again (step N23).

On the other hand, if the primary voltage VDC1 is less than the storage voltage Vbat (step N15: NO), the controller CTR opens the short-circuit switching device SWS (step N25). Next, the first switching device SW1 is turned on again (step N27). Then, the operation of the secondary side of the charge/discharge voltage conversion circuit PC is stopped (step N29).

Furthermore, due to the circuit configuration of the charge/discharge voltage conversion circuit PC, when the operation is stopped, the current through the charge/discharge voltage conversion circuit PC is suppressed. However, from the viewpoint of fail-safe, the second switching device SW2 may be opened (step N31).

When control is performed according to the magnitudes of the primary voltage VDC1 and the storage voltage Vbat in the charge/discharge voltage conversion circuit PC in this way, the main conversion is performed by the crew operating the notch of the master controller in the driver's cab. The switching instruction signals A and B are output from the control units of the circuits TCA and TCB to the main switching devices SWA and SWB, or the control section CTR outputs the switching instruction signals A and B to the main switching devices SWA and SWB. , the main switching devices SWA and SWB are turned on (step N33). As a result, the A-system circuit and the B-system circuit are connected to the DC power line, and overhead wire power from the pantograph PT is supplied to the main conversion circuits TCA and TCB, so that the main motor M can be driven.

When the storage voltage Vbat is lower than the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC, the electric vehicle can start running while the charge/discharge voltage conversion circuit PC continues to charge the power storage unit BTU. . That is, after starting the charging operation on the secondary side of the charge/discharge voltage conversion circuit (step N17), without waiting for the storage voltage Vbat to rise to the primary side voltage VDC1, skip steps N19 to N23, The main switching devices SWA and SWB are turned on (step N33). In this case, since power storage unit BTU is charged through the power path from pantograph PT to switchgear SWX and charge/discharge voltage conversion circuit PC, both P-type storage battery BT1 and E-type storage battery BT2 can be charged. Further, the regenerated electric power is returned to the overhead line via the short-circuiting switch SWS that has been turned on in step D21.

Then, when the storage voltage Vbat rises to a predetermined value higher than the overhead line voltage Vp due to charging while the electric train is running, the control unit CTR stops the skipped steps N19 to N23, that is, the operation of the charge/discharge voltage conversion circuit PC. (Step N19), opening of the short-circuit switching device SWS (Step N21), and re-closing of the first switching device SW1 (Step N23) are executed in order. As a result, the overhead line hybrid mode is entered, and the power storage unit BTU is brought into the floating charging state.

In the final overhead line hybrid mode, the power path connecting the power storage unit BTU and the DC power line does not pass through the charge/discharge voltage conversion circuit PC. In order to continue the operation of XMC, the power stored in the power storage unit BTU may be supplied to the accessory circuit XMC via a power path passing through the charge/discharge voltage conversion circuit PC. Since switching between the storage battery mode and the overhead wire hybrid mode is performed when the vehicle is stopped or coasting, it is not necessary to supply drive power to the main electric motor M during the switching process. Therefore, the charging/discharging voltage conversion circuit PC needs to have a capacity corresponding to the driving power of the main motor M, and the capacity corresponding to the operating power of the auxiliary circuit XMC is sufficient, so that the size can be reduced accordingly.

2.3.5 System Stop in Catenary Hybrid Mode FIG. 27 is a flowchart for explaining the control procedure when stopping the power supply system PS2 in the catenary hybrid mode. Power supply system PS2 is stopped when the electric train is stopped. In the overhead line hybrid mode, the first switchgear SW1 and the third switchgear SW3 are closed. The second switching device SW2 is closed if the E-type storage battery BT2 of the power storage unit BTU is being charged, and otherwise opened (step O1).

First, when the driver operates the forward/reverse switch on the cab to the neutral position, the controllers of the main conversion circuits TCA and TCB output opening/closing instruction signals A and B to the main opening/closing devices SWA and SWB. The part CTR outputs the switching instruction signals A and B to the main switching devices SWA and SWB, thereby opening the main switching devices SWA and SWB (step O3). Next, by operating the down switch of the pantograph PT on the cab, the controllers of the main conversion circuits TCA and TCB output the opening/closing instruction signal N to the main switching device SWM, or the control unit CTR outputs the switching instruction signal N to the main switching device SMW. , the second switching device SW2 and the third switching device SW3 are opened (step O5). Next, the first opening/closing device SW1 is opened (step O7). As a result, the supply of the power stored in power storage unit BTU to the DC power line is stopped.

Thereafter, after the main switching device SWM is opened by the state transition instruction signal P of the pantograph PT from the control units of the main conversion circuits TCA and TCB or from the control unit CRT (step O9), the pantograph PT is put into the non-collecting state. It is lowered for transition (step O11). As a result, the supply of overhead wire power from the pantograph PT to the auxiliary equipment circuit XMC is stopped, and the operation of the auxiliary equipment is stopped. Then, the power supply system PS2 is stopped.

2.3.6 System Stop in Storage Battery Mode FIG. 28 is a flow chart for explaining the control procedure when stopping the power supply system PS2 in the storage battery mode. Power supply system PS2 is stopped when the electric train is stopped. In the storage battery mode, the first switchgear SW1 is closed and the second switchgear SW2 is opened. The third switchgear SW3 is closed if the mode has been switched or the E-type storage battery BT2 has been charged via the charge/discharge voltage conversion circuit PC after startup, and if not, it is opened (step P1 ).

First, the controller CTR opens the second opening/closing device SW2 by, for example, manually turning off the battery switch on the driver's cab (step P3). Subsequently, the first opening/closing device SW1 is opened (step P5). As a result, the supply of the power stored in the power storage unit BTU to the DC power line is interrupted, and the operation of the accessories is stopped. After that, the main switching device SWM is opened (step P7). As a result, all the switchgears are opened and the power supply system PS2 is stopped.

2.3.7 Startup in Pure Catenary Mode FIG. 29 is a flowchart for explaining the control procedure when starting the stopped power supply system PS2 in pure catenary mode. Since the power supply system PS2 is stopped, the electric car is stopped, and in principle, the main switching devices SWM, SWA, SWB and the first to third switching devices SW1, SW2, SW3 are all in the open state. The main conversion circuits TCA and TCB, the auxiliary circuit XMC, and the charge/discharge voltage conversion circuit PC all stop operating.

The state transition instruction signal P is output to the pantograph PT by operating the up switch of the pantograph PT from the cab, or the pantograph PT is collected when the control unit CTR outputs the state transition instruction signal P to the pantograph PT. It is raised to make a transition to the electric state (step Q1). As a result, overhead wire power from the pantograph PT is supplied to the accessory circuit XMC, and the accessories can start operating. Next, the control unit CTR detects that the pantograph PT is in the raised state, and turns on the short-circuit switching device SWS (step Q3).

Then, the control unit of the main conversion circuits TCA and TCB outputs the opening/closing instruction signal N to the main switching device SWM by operating the forward/backward switch of the cab, or the control unit CTR instructs the main switching device SWM to open/close. By outputting the signal N, the main switchgear SWM is closed (step Q5). When the main switchgear SWM is turned on, overhead wire power is supplied to the DC power line by the pantograph PT.

After that, when the notch of the master controller provided in the cab is operated by the crew, the controllers of the main converter circuits TCA and TCB output the switching instruction signals A and B to the main switching devices SWA and SWB, Alternatively, the main switching devices SWA, SWB are turned on by the controller CTR outputting the switching instruction signals A, B to the main switching devices SWA, SWB (step Q7). As a result, the A-system circuit and the B-system circuit are connected to the DC power line, and overhead wire power from the pantograph PT is supplied to the main conversion circuits TCA and TCB, so that the main motor M can be driven.

Then, when a trigger for starting charging is detected while the electric vehicle is running (step Q9), the control unit CTR turns on the second opening/closing device SW2 (step Q11). By turning on the second switchgear SW2, the catenary power from the pantograph PT is supplied to the primary side of the charge/discharge voltage conversion circuit PC, and the primary side voltage VDC1 becomes the catenary voltage Vp. The trigger to start charging is detection by comparing the storage voltage Vbat of the power storage unit BTU with a predetermined storage start threshold, detection by comparing the remaining charge SOC with a predetermined storage start threshold, or detection by an electric vehicle charging. Detecting that the electric car has reached a predetermined point as the point to start charging, or detecting that the electric car has reached a predetermined time as the time to start charging. It can be considered as a trigger.

Subsequently, the primary side voltage VDC1 of the charge/discharge voltage conversion circuit PC and the storage voltage Vbat are compared. The primary voltage VDC1 corresponds to the actual overhead wire voltage Vp. If the primary voltage VDC1 is equal to or higher than the storage voltage Vbat (VDC1≧Vbat) (step Q13: YES), the third switching device SW3 is turned on (step Q15). By turning on the third switchgear SW3, a power path connecting the secondary side of the charge/discharge voltage conversion circuit PC and the power storage unit BTU is opened. Then, the charge operation on the secondary side of the charge/discharge voltage conversion circuit PC is started (step Q17). The charging operation is a voltage conversion operation in which overhead line power supplied to the primary side is converted to the secondary side and output. can be controlled.

On the other hand, if the primary-side voltage VDC1 is less than the storage voltage Vbat (VDC1<Vbat) (step Q13: NO), the charge/discharge voltage conversion circuit PC starts the boosting operation on the primary side to increase the intermediate capacitor voltage VDCH to the storage voltage Vbat. (step Q19). Also, the duty ratio of the secondary side of the charge/discharge voltage conversion circuit PC is changed to "1 (fully open)" (step Q21). Next, the third switching device SW3 is turned on (step Q23). Subsequently, the operation of the charge/discharge voltage conversion circuit PC is stopped (step Q25).

In this manner, control is performed according to the magnitude of the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC and the storage voltage Vbat. After that, when the charge completion trigger is detected (step Q27), the operation of the charge/discharge voltage conversion circuit PC is stopped (step Q29). Then, the second switching device SW2 is opened (step Q31). The trigger for completion of charging is detection by comparing the storage voltage Vbat of the power storage unit BTU with a predetermined charging completion threshold, detection by comparing the remaining charge SOC with a predetermined charging completion threshold, or detection by the electric vehicle charging. Triggering the detection indicating completion of charging, such as reaching a predetermined point as a point to complete charging or detecting that an electric vehicle reaches a predetermined time as a time to complete charging. It is conceivable that

2.3.8 Switching from Pure Catenary Mode to Storage Battery Mode FIG. 30 is a flowchart for explaining a control procedure when switching from pure catenary mode to storage battery mode. Switching from the pure overhead line mode to the storage battery mode can be performed when the electric train is stopped or when coasting.

In the pure overhead line mode, the first switching device SW1 and the second switching device SW2 are opened, and the main switching device SWM is closed. The third switchgear SW3 is closed when the mode is switched or when the E-type storage battery BT2 is being charged via the charge/discharge voltage conversion circuit PC after startup, and is opened otherwise (step R1). ). In addition, the electric car is stopped, the main switching devices SWA and SWB are opened, and the main circuit stops operating. It is operable or in operation.

When the control unit CTR detects a trigger for switching to the storage battery mode, first, the second opening/closing device SW2 is closed (step R3). Next, the third switching device SW3 is turned on (step R5). As a result, the primary side voltage VDC1 of the charge/discharge voltage conversion circuit PC becomes the overhead line voltage Vp, and the secondary side voltage VDC2 becomes the storage voltage Vbat. The trigger for switching to the storage battery mode may be a manual trigger by operating a mode selection switch provided on the driver's cab, or may be an automatic trigger by location detection.

Next, the operation of the charge/discharge voltage conversion circuit PC is started (step R7). This operation is a voltage conversion operation that converts the power stored in the power storage unit BTU supplied to the secondary side to the primary side and outputs the converted power so as to maintain the primary side voltage VDC1 at the overhead line voltage Vp. As a result, the accessory circuit XMC is supplied with the overhead wire power from the pantograph PT and the power stored in the power storage unit BTU, and both supply voltages are the overhead wire voltage Vp. Then, the pantograph PT is lowered to transition to the non-collecting state (step R9). As a result, the power supplied to the accessory circuit XMC is only the power stored in the power storage unit BTU via the charge/discharge voltage conversion circuit PC.

Subsequently, the duty ratio of the charge/discharge voltage conversion circuit PC is changed to "1 (fully open)" (step R11). As a result, the primary voltage VDC1 of the charge/discharge voltage conversion circuit PC becomes the storage voltage Vbat, and the supply voltage of the stored power to the auxiliary equipment circuit XMC becomes the storage voltage Vbat. Next, the first switchgear SW1 is turned on (step R15). By turning on the first switchgear SW1, a power path connecting the power storage unit BTU and the DC power line is opened, and the power stored in the power storage unit BTU is supplied to the auxiliary equipment circuit XMC. Then, the operation of the charge/discharge voltage conversion circuit PC is stopped (step R17). As a result, the only power path from power storage unit BTU to auxiliary circuit XMC is the direct-current power line.

After that, the notch of the master controller provided in the cab is operated by the crew to output the opening/closing instruction signals A and B to the main switching devices SWA and SWB, or the control unit CTR controls the main switching devices SWA and SWB. By outputting the switching instruction signals A and B to SWB, the main switching devices SWA and SWB are closed (step R19). As a result, even if the main switching devices SWA and SWB are in the open state, they are turned on. As a result, the power lines between the power storage unit BTU and the A-system and B-system circuits are opened, and the discharged power of the power storage unit BTU is supplied to the main conversion circuits TCA and TCB, so that the main motor M can be driven. .

2.3.9 Switching from Storage Battery Mode to Pure Catenary Mode FIG. 31 is a flowchart for explaining the control procedure when switching from the storage battery mode to the pure catenary mode. Switching from the storage battery mode to the pure overhead line mode can be performed when the electric train is stopped or coasting, but in the following description it is assumed that it is performed when the train is stopped.

In the storage battery mode, the second switchgear SW2 is opened, and the first switchgear SW1 and the short-circuit switchgear SWS are closed (step S1). In addition, the electric car is stopped, the main switching devices SWA and SWB are opened, and the main circuit stops operating. It is in operation.

When the control unit CTR detects a trigger for switching to the pure overhead line mode, first, the second switchgear SW2 is turned on (step S3). The trigger for switching to the pure catenary mode may be a manual trigger by operating a mode selection switch provided on the cab, or the arrival of the electric car at a predetermined point for switching to the pure catenary mode is detected. It may be automatically triggered by point detection. By turning on the second switching device SW2, the power path from the power storage unit BTU to the primary side of the charge/discharge voltage conversion circuit PC is opened, and the primary side voltage VDC1 of the charge/discharge voltage conversion circuit PC becomes the storage voltage Vbat.

Next, the third switching device SW3 is turned on (step S5). By turning on the third switching device SW3, the power path from the power storage unit BTU to the secondary side of the charge/discharge voltage conversion circuit PC is opened, and the secondary side voltage VDC2 of the charge/discharge voltage conversion circuit PC becomes the storage voltage Vbat. Become. Then, the duty ratio of the primary side of the charge/discharge voltage conversion circuit PC is changed to "1 (fully open)" (step S7). As a result, there are two paths through which the power stored in the power storage unit BTU is supplied to the auxiliary equipment circuit XMC: one through the DC power line and the other through the charge/discharge voltage conversion circuit PC.

Subsequently, the first opening/closing device SW1 is opened (step S9). By opening the first switchgear SW1, the only path through which the power stored in the power storage unit BTU is supplied to the auxiliary circuit XMC is via the charge/discharge voltage conversion circuit PC. Then, the pantograph PT is raised to transition to the current collecting state (step S11). As a result, overhead power from the pantograph PT is supplied to the accessory circuit XMC. Next, the operation of the primary side of the charge/discharge voltage conversion circuit PC is stopped (step S13). Then, the second opening/closing device SW2 is opened (step S15). As a result, the supply of the power stored in the power storage unit BTU to the accessory circuit XMC is stopped, and the power supplied to the accessory circuit XMC is only overhead line power.

After that, when the notch of the master controller provided in the cab is operated by the crew, the control units of the main converter circuits TCA and TCB output the switching instruction signals A and B to the main switching devices SWA and SWB, or control the switching devices. The main switching devices SWA, SWB are turned on by the part CTR outputting the switching instruction signals A, B to the main switching devices SWA, SWB (step S17). As a result, the A-system circuit and the B-system circuit are connected to the DC power line, and overhead wire power from the pantograph PT is supplied to the main conversion circuits TCA and TCB, so that the main motor M can be driven.

2.3.10 System Stop in Pure Catenary Mode FIG. 32 is a flowchart for explaining the control procedure when stopping the power supply system PS2 in pure catenary mode. Power supply system PS2 is stopped when the electric train is stopped. In the pure overhead line mode, the first switchgear SW1 and the second switchgear SW2 are open. The third switchgear SW3 is closed if the mode has been switched or the E-type storage battery BT2 has been charged via the charge/discharge voltage conversion circuit PC after startup, and if not, the third switchgear SW3 is opened (step T1 ).

First, when the driver operates the forward/reverse switch on the cab to the neutral position, the control units of the main conversion circuits TCA and TCB output opening/closing instruction signals A and B to the main opening/closing devices SWA and SWB. The part CTR outputs the switching instruction signals A and B to the main switching devices SWA and SWB, thereby opening the main switching devices SWA and SWB (step T3). Next, when the lowering switch of the pantograph PT on the cab is operated, the third switchgear SW3 is opened by the controllers of the main conversion circuits TCA, TCB or the controller CTR if it is not already opened (step T5). Subsequently, the short-circuit switching device SWS is opened (step T7).

Thereafter, after the main switching device SWM is opened by the state transition instruction signal P of the pantograph PT from the control units of the main conversion circuits TCA and TCB or from the control unit CRT (step T9), the pantograph PT is put into the non-collecting state. It is lowered for transition (step T11). As a result, all the switchgears are opened and the power supply system PS2 is stopped.

2.4 Actions and Effects As described above, according to the second embodiment, it is possible to realize a new power supply system PS2 for an electric vehicle that reduces the required outfitting space for coping with non-electrified sections. Specifically, a power path that connects the DC power line to which the main circuit is connected and the power storage unit BTU includes a path that passes through the charge/discharge voltage conversion circuit PC and a path that does not pass through the charge/discharge voltage conversion circuit PC. As a result, in the storage battery mode when traveling in a non-electrified section and the overhead wire hybrid mode when traveling in an electrified section, the discharged power from the power storage unit BTU is transferred to the main conversion circuit without going through the charge/discharge voltage conversion circuit PC. It becomes possible to supply to TCA and TCB. In other words, the charging/discharging voltage conversion circuit PC does not need to have a capacity corresponding to the drive power of the main motor M, and can be reduced in size by the capacity corresponding to the operating power of the auxiliary circuit XMC.

In addition, according to the additional power supply system APS, it is possible to use the equipment of the power supply system for electric vehicles, which was only compatible with electrified sections, to be compatible with non-electrified sections.

Furthermore, in both the switching to the storage battery mode and the overhead line hybrid mode, it is possible to prevent the occurrence of rush currents and reverse currents to the overhead contact lines while continuing to operate auxiliary equipment such as lighting and air conditioning in the car. can do.

[Modification]
In addition, the form which can apply this invention is not restricted to embodiment mentioned above. For example, the power storage unit BTU includes two types of the P-type storage battery BT1 and the E-type storage battery BT2. In that case, power storage unit BTU can be configured with only the selected one type of storage battery, excluding the storage battery and diode D2 to be deleted. In that case, of the P-type storage battery BT1 and the E-type storage battery BT2, the P-type storage battery BT1 preferably constitutes the power storage unit BTU.

Further, in the above-described embodiment, the switching instruction signal N of the main switching device SWM and the switching instruction signals A and B of the main switching devices SWA and SWB are left in the existing control units of the main conversion circuits TCA and TCB. In the control unit CTR of the power supply system APS, a state transition instruction signal P of the pantograph PT, opening/closing instruction signals W1 to W3 of the first to third switching devices SW1, SW2, and SW3, detection current I of the current sensor CT, charge/discharge Although the duty ratio control signal S of the voltage conversion circuit PC has been described, the controller CTR may integrate and handle each signal.

Moreover, in the above-described embodiment, the power supply system for a DC electric vehicle has been described, but the present invention can also be applied to an AC electric vehicle. Specifically, the DC power line is likened to a DC link part of an AC electric car (a power line in which the AC power of the contact line is converted to DC power by a transformer and a PWM rectifier), and the additional power supply system APS is the DC power line. By adding a structure to the link part, it is possible to run in a non-electrified section. In that case, it is preferable to control the operation/stop of the PWM rectifier together with the transition of the current collection state/non-collection state of the pantograph PT.

PS1, PS2... Power supply system PT... Pantograph SWM, SWA, SWB... Main switchgear FLA, FLB... Main filter reactor TCA, TCB... Main conversion circuit M... Main motor SWX... Switchgear XMC... Auxiliary circuit APS... Additional power supply system CTR...Control unit RAS...Equipping equipment RCU...Rectifying unit D1...Diode SWS...Short-circuit switchgear BTU...Power storage unit BT1...P-type storage battery BT2...E-type storage battery D2...Diode CDU...Charge/discharge unit PC...Charge/discharge voltage conversion circuit SW1... First switching device SW2... Second switching device SW3... Third switching device CT1, CT2... Current sensor TC1, TC2... Connection terminal section TW1, TW2, TW3, TW4... Terminal for internal connection

Claims (12)

A current collector capable of transitioning between a current collecting state and a non-collecting state drives the main motor to a DC power line to which the collected power collected from the contact line in the current collecting state is supplied via the main switchgear. A power supply system for an electric vehicle to which a main conversion circuit that supplies electric power is connected,
a rectifier provided between the main switchgear and the DC power line for allowing current flow from the overhead contact line toward the DC power line and blocking current flow in the reverse direction; and a rectifier capable of short-circuiting. a rectifying section having a short circuit switchgear;
a power storage unit connected to the DC power line via a switchgear;
a charging/discharging voltage conversion circuit having one side connected to the DC power line and the other side connected to the power storage unit;
By controlling the closing/opening of the switching device, the state transition of the current collector, and the operation of the charge/discharge voltage conversion circuit, a storage battery mode in which the vehicle runs on the power of the power storage unit, and the power collection. A control unit that switches between a hybrid mode in which the vehicle runs based on electric power and the electric power of the power storage unit;
with
The power storage unit is provided between the switching device and the charge/discharge voltage conversion circuit,
a first storage battery connected to the switchgear ;
a second storage battery having a lower power density and a higher energy density than the first storage battery and connected to the charge/discharge voltage conversion circuit side ;
a power storage unit rectifier that allows flow from the second storage battery to the first storage battery and prevents flow in the opposite direction;
having
Power system for electric vehicles. The hybrid mode is a mode in which the switching device is finally turned on, the operation of the charge/discharge voltage conversion circuit is stopped, and the power storage unit is in a floating charge state.
The electric vehicle power supply system according to claim 1 . The power storage unit has a discharge voltage when fully charged that is higher than the voltage of the overhead contact line.
The electric vehicle power supply system according to claim 2 . A current collector capable of transitioning between a current collecting state and a non-collecting state drives the main motor to a DC power line to which the collected power collected from the contact line in the current collecting state is supplied via the main switchgear. A power supply system for an electric vehicle to which a main conversion circuit that supplies electric power is connected,
a rectifier provided between the main switchgear and the DC power line for allowing current flow from the overhead contact line toward the DC power line and blocking current flow in the reverse direction; and a rectifier capable of short-circuiting. a rectifying section having a short circuit switchgear;
a power storage unit connected to the DC power line via a switchgear;
a charging/discharging voltage conversion circuit having one side connected to the DC power line and the other side connected to the power storage unit;
By controlling the closing/opening of the switching device, the state transition of the current collector, and the operation of the charge/discharge voltage conversion circuit, a storage battery mode in which the vehicle runs on the power of the power storage unit, and the power collection. A control unit that switches between a hybrid mode in which the vehicle runs based on electric power and the electric power of the power storage unit;
with
The control unit
When switching from the storage battery mode in which the switching device is turned on to the hybrid mode, after causing the charge/discharge voltage conversion circuit to start a discharge voltage conversion operation for discharging the power stored in the power storage unit to the one side, the Opening of the switchgear, transition of the current collector to the current collecting state, suspension of the discharge voltage conversion operation, and closing of the switchgear are executed in this order;
Power system for electric vehicles. The control unit
In switching to the hybrid mode, when the stored voltage of the power storage unit is lower than the voltage of the overhead contact line, after the discharge voltage conversion operation is stopped, until the stored voltage of the power storage unit reaches the voltage of the overhead contact line. Without turning on the switchgear, the charge/discharge voltage conversion circuit performs a charge voltage conversion operation in which the power on the one side from the DC power line is converted to the other side and output.
The electric vehicle power supply system according to claim 4 . The control unit causes the charge/discharge voltage conversion circuit to perform a charge voltage conversion operation of converting the power on the one side from the DC power line to the other side and outputting the power,
The charge/discharge voltage conversion circuit is configured by connecting a first step-up/step-down circuit to the one side and a second step-up/step-down circuit to the other side of the intermediate capacitor. The voltage boost circuit performs a voltage step-up operation, and the second voltage step-up/step-down circuit performs a voltage step-down operation;
The electric vehicle power supply system according to any one of claims 1 to 5 . A current collector capable of transitioning between a current collecting state and a non-collecting state drives the main motor to a DC power line to which the collected power collected from the contact line in the current collecting state is supplied via the main switchgear. A power supply system for an electric vehicle to which a main conversion circuit that supplies electric power is connected,
a rectifier provided between the main switchgear and the DC power line for allowing current flow from the overhead contact line toward the DC power line and blocking current flow in the reverse direction; and a rectifier capable of short-circuiting. a rectifying section having a short circuit switchgear;
a power storage unit connected to the DC power line via a switchgear;
a charging/discharging voltage conversion circuit having one side connected to the DC power line and the other side connected to the power storage unit;
By controlling the closing/opening of the switching device, the state transition of the current collector, and the operation of the charge/discharge voltage conversion circuit, a storage battery mode in which the vehicle runs on the power of the power storage unit, and the power collection. A control unit that switches between a hybrid mode in which the vehicle runs based on electric power and the electric power of the power storage unit;
1) a first flow current between the DC power line and the power storage unit, and a second flow current between the DC power line and an auxiliary machine circuit related to the auxiliary machines of the electric vehicle, or 2) a combined current of a flowing current from the power storage unit to the DC power line and a flowing current from the DC power line to the auxiliary circuit, or 3) connection between the DC power line and the power storage unit a current sensor unit for measuring a flowing current of a point and a flowing current of the DC power line closer to the main switchgear than the connection point between the DC power line and the auxiliary circuit;
with
The control unit
When switching from the hybrid mode in which the current collector is in the current collecting state, the switching device is turned on, and the charge/discharge voltage conversion circuit is stopped to the storage battery mode, the discharge current of the power storage unit is increased by the auxiliary device. A discharge voltage that causes the charge/discharge voltage conversion circuit to discharge the power stored in the power storage unit to the one side according to equivalent current control based on the measured value of the current sensor unit, which is current control that is equivalent to the current consumption of the circuit. After the conversion operation is performed, execution control is performed in order of transition of the current collector to the non-collecting state and stop of operation of the charge/discharge voltage conversion circuit.
Power system for electric vehicles. A current collector capable of transitioning between a current collecting state and a non-collecting state drives the main motor to a DC power line to which the collected power collected from the contact line in the current collecting state is supplied via the main switchgear. A power supply system for an electric vehicle to which a main conversion circuit for supplying electric power is connected, which is provided between the main switchgear and the DC power line, and permits current flow from the overhead contact line to the DC power line. a rectifier for blocking reverse direction current flow; a rectifying section having a short-circuit switching device capable of short-circuiting the rectifier; a power storage section connected to the DC power line via the switching device; A charge/discharge voltage conversion circuit connected to a DC power line and having the other side connected to the power storage unit, in an electric vehicle power supply system comprising:
By controlling the closing/opening of the switching device, the state transition of the current collector, and the operation of the charge/discharge voltage conversion circuit, a storage battery mode in which the vehicle runs on the power of the power storage unit, and the power collection. A power supply control method for switching between a hybrid mode in which the vehicle runs based on electric power and the electric power of the power storage unit,
When switching from the storage battery mode in which the switching device is turned on to the hybrid mode, after causing the charge/discharge voltage conversion circuit to start a discharge voltage conversion operation for discharging the power stored in the power storage unit to the one side, the Opening of the switchgear, transition of the current collector to the current collecting state, suspension of the discharge voltage conversion operation, and closing of the switchgear are executed in this order;
Power supply control method. A current collector capable of transitioning between a current collecting state and a non-collecting state drives the main motor to a DC power line to which the collected power collected from the contact line in the current collecting state is supplied via the main switchgear. A power supply system for an electric vehicle to which a main conversion circuit for supplying electric power is connected, which is provided between the main switchgear and the DC power line, and permits current flow from the overhead contact line to the DC power line. a rectifier for blocking reverse direction current flow; a rectifying section having a short-circuit switching device capable of short-circuiting the rectifier; a power storage section connected to the DC power line via the switching device; a charge/discharge voltage conversion circuit connected to a DC power line and having the other side connected to the power storage unit; and 1) a first flowing current between the DC power line and the power storage unit, and the DC power line. A second flowing current between an auxiliary machine circuit related to auxiliary machines of an electric vehicle, or 2) a flowing current from the power storage unit to the DC power line and a flowing current from the DC power line to the auxiliary machine circuit or 3) the current at the connection point between the DC power line and the power storage unit, and the main switchgear rather than the connection point between the DC power line and the auxiliary circuit. A power supply system for an electric vehicle, comprising:
By controlling the closing/opening of the switching device, the state transition of the current collector, and the operation of the charge/discharge voltage conversion circuit, a storage battery mode in which the vehicle runs on the power of the power storage unit, and the power collection. A power supply control method for switching between a hybrid mode in which the vehicle runs based on electric power and the electric power of the power storage unit,
When switching from the hybrid mode in which the current collector is in the current collecting state, the switching device is turned on, and the charge/discharge voltage conversion circuit is stopped to the storage battery mode, the discharge current of the power storage unit is increased by the auxiliary device. A discharge voltage that causes the charge/discharge voltage conversion circuit to discharge the power stored in the power storage unit to the one side according to equivalent current control based on the measured value of the current sensor unit, which is current control that is equivalent to the current consumption of the circuit. After the conversion operation is performed, execution control is performed in order of transition of the current collector to the non-collecting state and stop of operation of the charge/discharge voltage conversion circuit.
Power supply control method. a main conversion circuit for supplying electric power for driving the main motor based on the collected power collected from the contact line in the current collecting state by a current collector capable of state transition between a current collecting state and a non-collecting state; An additional power supply system in an electric vehicle power supply system that operates with an auxiliary circuit related to a class,
In the electric vehicle power supply system, the power collected by the current collector is provided between the main switching device and the DC power line, in which the power collected by the current collector is supplied to the main conversion circuit through the main switching device and the DC power line, a rectifying section having a rectifier that allows current flow from the overhead contact line to the DC power line and prevents the current from flowing in the opposite direction;
a power storage unit connected to the DC power line via a switchgear;
a connection terminal portion for connecting the auxiliary circuit to the DC power line when the auxiliary circuit is not connected to the DC power line; and one side of the switchgear connected to the DC power line, a charging/discharging circuit unit having a charging/discharging voltage conversion circuit whose other side is connected to the power storage unit;
By controlling the closing/opening of the switching device, the state transition of the current collector, and the operation of the charge/discharge voltage conversion circuit, a storage battery mode in which the vehicle runs on the power of the power storage unit, and the power collection. A control unit that switches between a hybrid mode in which the vehicle runs based on electric power and the electric power of the power storage unit;
with
The power storage unit is provided between the switching device and the charge/discharge voltage conversion circuit,
a first storage battery connected to the switchgear ;
a second storage battery having a lower power density and a higher energy density than the first storage battery and connected to the charge/discharge voltage conversion circuit side ;
a power storage unit rectifier that allows flow from the second storage battery to the first storage battery and prevents flow in the opposite direction;
having
Additional power system. a main conversion circuit for supplying electric power for driving the main motor based on the collected power collected from the contact line in the current collecting state by a current collector capable of state transition between a current collecting state and a non-collecting state; An additional power supply system in an electric vehicle power supply system that operates with an auxiliary circuit related to a class,
In the electric vehicle power supply system, the power collected by the current collector is provided between the main switching device and the DC power line, in which the power collected by the current collector is supplied to the main conversion circuit through the main switching device and the DC power line, a rectifying section having a rectifier that allows current flow from the overhead contact line to the DC power line and prevents the current from flowing in the opposite direction;
a power storage unit connected to the DC power line via a switchgear;
a connection terminal portion for connecting the auxiliary circuit to the DC power line when the auxiliary circuit is not connected to the DC power line; and one side of the switchgear connected to the DC power line, a charging/discharging circuit unit having a charging/discharging voltage conversion circuit whose other side is connected to the power storage unit;
By controlling the closing/opening of the switching device, the state transition of the current collector, and the operation of the charge/discharge voltage conversion circuit, a storage battery mode in which the vehicle runs on the power of the power storage unit, and the power collection. A control unit that switches between a hybrid mode in which the vehicle runs based on electric power and the electric power of the power storage unit;
with
The control unit
When switching from the storage battery mode in which the switching device is turned on to the hybrid mode, after causing the charge/discharge voltage conversion circuit to start a discharge voltage conversion operation for discharging the power stored in the power storage unit to the one side, the Opening of the switchgear, transition of the current collector to the current collecting state, suspension of the discharge voltage conversion operation, and closing of the switchgear are executed in this order;
Additional power system. a main conversion circuit for supplying electric power for driving the main motor based on the collected power collected from the contact line in the current collecting state by a current collector capable of state transition between a current collecting state and a non-collecting state; An additional power supply system in an electric vehicle power supply system that operates with an auxiliary circuit related to a class,
In the electric vehicle power supply system, the power collected by the current collector is provided between the main switching device and the DC power line, in which the power collected by the current collector is supplied to the main conversion circuit through the main switching device and the DC power line, a rectifying section having a rectifier that allows current flow from the overhead contact line to the DC power line and prevents the current from flowing in the opposite direction;
a power storage unit connected to the DC power line via a switchgear;
a connection terminal portion for connecting the auxiliary circuit to the DC power line when the auxiliary circuit is not connected to the DC power line; and one side of the switchgear connected to the DC power line, a charging/discharging circuit unit having a charging/discharging voltage conversion circuit whose other side is connected to the power storage unit;
By controlling the closing/opening of the switching device, the state transition of the current collector, and the operation of the charge/discharge voltage conversion circuit, a storage battery mode in which the vehicle runs on the power of the power storage unit, and the power collection. A control unit that switches between a hybrid mode in which the vehicle runs based on electric power and the electric power of the power storage unit;
1) a first flow current between the DC power line and the power storage unit, and a second flow current between the DC power line and an auxiliary machine circuit related to the auxiliary machines of the electric vehicle, or 2) a combined current of a flowing current from the power storage unit to the DC power line and a flowing current from the DC power line to the auxiliary circuit, or 3) connection between the DC power line and the power storage unit a current sensor unit for measuring a flowing current of a point and a flowing current of the DC power line closer to the main switchgear than the connection point between the DC power line and the auxiliary circuit;
with
The control unit
When switching from the hybrid mode in which the current collector is in the current collecting state, the switching device is turned on, and the charge/discharge voltage conversion circuit is stopped to the storage battery mode, the discharge current of the power storage unit is increased by the auxiliary device. A discharge voltage that causes the charge/discharge voltage conversion circuit to discharge the power stored in the power storage unit to the one side according to equivalent current control based on the measured value of the current sensor unit, which is current control that is equivalent to the current consumption of the circuit. After the conversion operation is performed, execution control is performed in order of transition of the current collector to the non-collecting state and stop of operation of the charge/discharge voltage conversion circuit.
Additional power system.

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