JPH0698409A - Inverter controlled type electric rolling stock - Google Patents
Inverter controlled type electric rolling stockInfo
- Publication number
- JPH0698409A JPH0698409A JP26788992A JP26788992A JPH0698409A JP H0698409 A JPH0698409 A JP H0698409A JP 26788992 A JP26788992 A JP 26788992A JP 26788992 A JP26788992 A JP 26788992A JP H0698409 A JPH0698409 A JP H0698409A
- Authority
- JP
- Japan
- Prior art keywords
- inverter
- vehicle
- power
- phase
- inverter control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、インバータ制御式鉄道
電気車両に係り、特に、架線電源からの給電がなくとも
別電源により運転可能なインバータ制御式鉄道電気車両
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an inverter-controlled railway electric vehicle, and more particularly to an inverter-controlled railway electric vehicle which can be operated by a separate power source without being supplied with power from an overhead line power source.
【０００２】[0002]
【従来の技術】電気車両において、従来より架線（トロ
リー）のない区間を走行するとき、バッテリーなどによ
る補助駆動装置を利用する。この種装置は、特開昭５７
−３６５０２号公報および特開昭５７−６２７０３号公
報に記載されているように、トロリーバス等に採用さ
れ、チョッパ制御装置を用いて１組の電動機を駆動し
て、道路閉鎖などの区間を走行するものである。また、
鉄道車両においては、特開昭５０−７８０１３号公報に
記載されているように、架線のない非電化区間を自車の
内燃機関を駆動して発電し、この発電した電力を用いて
自走する車両が考えられている。一方、現在、各鉄道車
両として広く使用されているインバータ制御式鉄道電気
車両は、ＤＣ１５００ＶやＡＣ２００００Ｖ等の架線か
ら給電を受けて走行する電車や機関車である。これらの
車両のインバータ制御装置の入力電圧は、ＤＣ１５００
Ｖを中心に４０％程度の変動範囲以内に設定されてお
り、この範囲を超えた変動に対しては、その主回路機器
を保護するための各種の保護機能が施されている。ま
た、上記架線から給電される鉄道車両とは別に、蓄電地
を電源として走行するインバータ制御鉄道車両が使用さ
れている。この鉄道車両は、蓄電地の１セル当りの電圧
が１．０〜２．３Ｖ程度である性質上、電圧を高める必
要があり、そのために、複数のセルを直列に接続し、使
用される電圧は数十Ｖから２００Ｖ程度が普通である。
上記したように、架線電源からの給電により運転される
インバータ制御式電気車両と、蓄電地などの低い電圧の
別電源より給電されて運転されるインバータ制御式電気
車両は、全く別の鉄道車両として考えられており、その
用途に応じた別々の車両が使用される。このため、例え
ば、電化された線区を架線から給電を受けて走行するイ
ンバータ式電気機関車によりけん引されてきた貨車など
を、架線のない側線へ移す作業を行うためには、別途蓄
電池等の別電源から給電されて前記の機関車よりも少な
いけん引力を発生する入替用機関車などに継なぎかえ
て、作業を実行する必要がある。このように、貨車など
のけん引に際し、電化された線区では、架線から給電を
受けて走行するインバータ式電気機関が使用され、架線
のない側線では、蓄電池等の別電源から給電されて運転
されるインバータ制御式電気車両が使用される。2. Description of the Related Art In an electric vehicle, an auxiliary drive device such as a battery is used when traveling in a section where there is no conventional trolley. This type of device is disclosed in Japanese Patent Laid-Open No.
As described in JP-A-36502 and JP-A-57-62703, it is adopted in a trolleybus or the like, and a set of electric motors is driven by a chopper control device to drive a section such as road closure. To do. Also,
In a railway vehicle, as described in Japanese Patent Application Laid-Open No. 50-78013, an internal combustion engine of the vehicle is driven to generate electric power in a non-electrified section without overhead lines, and the generated electric power is used to drive the vehicle. A vehicle is being considered. On the other hand, inverter-controlled railway electric vehicles that are currently widely used as various railway vehicles are electric trains and locomotives that run by receiving power from overhead lines such as DC 1500V and AC 20000V. The input voltage of the inverter control device of these vehicles is DC 1500
It is set within a fluctuation range of about 40% around V, and various protection functions for protecting the main circuit device are applied to a fluctuation exceeding this range. In addition to the railroad vehicle that is supplied with power from the overhead line, an inverter-controlled railroad vehicle that runs using a power storage place as a power source is used. Since this railcar has a property that the voltage per cell of the electricity storage area is about 1.0 to 2.3 V, it is necessary to increase the voltage. Therefore, a plurality of cells are connected in series and the voltage used. Is normally several tens of V to 200 V.
As described above, an inverter-controlled electric vehicle that is operated by power supply from an overhead line power source and an inverter-controlled electric vehicle that is operated by power supply from another low-voltage power source such as a storage battery are completely different railway vehicles. It is being considered and different vehicles will be used depending on the application. Therefore, for example, in order to carry out the work of moving a freight car or the like towed by an inverter type electric locomotive that runs on an electrified line section from an overhead line to a side line without an overhead line, a separate storage battery or the like is required. It is necessary to replace the locomotive with a replacement locomotive that is supplied with power from another power source and generates a lower traction force than the locomotive to perform the work. In this way, when towing a freight car or the like, an inverter type electric engine is used in an electrified line section, which runs by receiving power from an overhead line, and a side line without an overhead line is operated by being supplied with another power source such as a storage battery. An inverter-controlled electric vehicle is used.
【０００３】[0003]
【発明が解決しようとする課題】本発明の目的は、本来
架線から給電を受けて使用するように設定されたインバ
ータ制御装置と、それによって駆動され、車両としての
けん引力を発生する三相交流電動機を有する電気車両に
おいて、架線からでなく、電圧の低い別電源により給電
を受けた場合でも、前記インバータ制御装置を動作し、
電動機にある値以上の有効なけん引力を発生させるよう
にすることにより、従来別々の車両で行われていた複数
の用途の作業を１両の車両で行え得るインバータ制御式
鉄道電気車両を提供することにある。DISCLOSURE OF THE INVENTION An object of the present invention is to provide an inverter control device which is originally set to be supplied with power from an overhead line and used, and a three-phase AC which is driven by the inverter control device to generate a traction force for a vehicle. In an electric vehicle having an electric motor, the inverter control device is operated even when power is supplied from another power source having a low voltage, not from an overhead wire.
Provided is an inverter-controlled railway electric vehicle capable of performing work for a plurality of purposes, which has been conventionally performed by separate vehicles, on one vehicle by generating an effective traction force above a certain value in an electric motor. Especially.
【０００４】[0004]
【課題を解決するための手段】上記目的は、単数または
複数のインバータ制御装置と、それによって駆動され、
鉄道車両としてのけん引力を発生する単数または複数の
三相交流電動機を有する電気車両において、架線からの
給電によりインバータ制御装置を介して三相交流電動機
を駆動する運転モードとは別に、架線より低い電圧を有
する別電源から同一の前記インバータ制御装置に給電
し、前記インバータ制御装置を介して三相交流電動機を
駆動する、という構成によって達成される。また、複数
個のインバータ制御装置と、複数個の三相交流電動機を
有し、別電源からの給電により運転するモードでは、そ
の車両に装備したすべてのインバータ制御装置と三相交
流電動機を駆動せずに、１組または数組のインバータ制
御装置と１個または数個の三相交流電動機のみを駆動す
る、という構成によって達成される。The above object is to provide an inverter controller or a plurality of inverter controllers, which are driven by the inverter controller.
In an electric vehicle having one or more three-phase AC motors that generate a traction force as a railway vehicle, in addition to the operation mode in which the three-phase AC motor is driven by the power supply from the overhead line via the inverter control device, it is lower than the overhead line. This is achieved by a configuration in which the same inverter control device is supplied with power from another power source having a voltage and a three-phase AC motor is driven via the inverter control device. In addition, in a mode that has a plurality of inverter control units and a plurality of three-phase AC motors, and operates in a power supply from a separate power source, drive all inverter control units and three-phase AC motors installed in the vehicle. Instead, it is achieved by a configuration in which only one or several sets of inverter control devices and one or several three-phase AC motors are driven.
【０００５】[0005]
【作用】本発明は、インバータ制御装置の動作可能な電
圧範囲が広いことに着目するとともに、電気車両に置い
て、架線電圧より低い電圧の別電源を使用する場合に
は、その運転速度を高くする必要がないことが多く、ま
た、使用電源の電圧とその運転速度をほぼ比例させるこ
とにより、架線電圧の６０％以下の低い電圧の別電源で
も、架線電源を給電すると同一インバータ制御装置を使
用することを可能としたものである。また、別電源を使
用する場合は、速度のみならずけん引力も少なくするこ
とが可能なことが多いことから、複数個のインバータ制
御装置のうち１組または数組のみを選択使用するように
したものである。The present invention pays attention to the fact that the inverter control device has a wide operable voltage range, and when it is installed in an electric vehicle and another power source having a voltage lower than the overhead line voltage is used, its operating speed is increased. In many cases, the same inverter controller is used when power is supplied to the overhead line power supply even if the power supply is used and the operating speed is almost proportional, even if the power supply is a low voltage less than 60% of the overhead line voltage. It is possible to do. In addition, when using a separate power supply, it is often possible to reduce not only speed but also traction force. Therefore, only one set or several sets of a plurality of inverter control devices are selectively used. Is.
【０００６】[0006]
【実施例】以下、本発明によるインバータ制御式電気車
両について、図示の実施例により説明する。図１は、本
発明の一実施例であり、インバータ制御式電気車両がＤ
Ｃ１５００Ｖの架線１からの給電により運転されている
状態を示している。図１において、１は架線、２はパン
タグラフ、３はインバータ制御装置、４は補機回路電源
装置、５は充電装置、６は蓄電池、７は三相交流電動
機、８は車輪、９は車体を示す。この実施例では、パン
タグラフ２を介してＤＣ１５００Ｖの電源が各インバー
タ制御装置３に供給され、各インバータ制御装置３は、
それぞれ三相交流電動機７の回転数とトルクを変化させ
て、車両として必要な速度とけん引力をコントロールす
る。また、補機回路電源４へも同様にＤＣ１５００Ｖが
荷電され、補機回路電源装置４において、一担３相ＡＣ
４４０Ｖに変換されたあと、充電装置５により再びＤＣ
６００Ｖに変換し、蓄電池６を常に充電するようにして
いる。次に、図２に、このインバータ制御式電気車両が
架線のない区間を運転される状態を示す。この実施例で
は、インバータ制御装置３が１組だけ蓄電池６から荷電
され、その電圧は、ＤＣ５００からＤＣ５５０Ｖ程度と
なる。ここでは、インバータ制御装置３が１組だけ蓄電
池６から荷電される例を示したが、より速い速度および
大きなけん引力を必要とするときは、複数個のインバー
タ制御装置３に蓄電池６から荷電し、使用することも可
能である。なお、図１と同一符号は、同一対象物を示
す。以下も同様である。DESCRIPTION OF THE PREFERRED EMBODIMENTS An inverter-controlled electric vehicle according to the present invention will be described below with reference to the illustrated embodiments. FIG. 1 is an embodiment of the present invention, in which an inverter-controlled electric vehicle is
It shows a state of being operated by power feeding from the overhead line 1 of C1500V. In FIG. 1, 1 is an overhead wire, 2 is a pantograph, 3 is an inverter control device, 4 is an auxiliary circuit power supply device, 5 is a charging device, 6 is a storage battery, 7 is a three-phase AC motor, 8 is a wheel, and 9 is a vehicle body. Show. In this embodiment, power of DC 1500 V is supplied to each inverter control device 3 via the pantograph 2, and each inverter control device 3
The rotation speed and torque of the three-phase AC motor 7 are changed to control the speed and traction force required for the vehicle. Similarly, the auxiliary circuit power supply 4 is also charged with 1500V DC, and in the auxiliary circuit power supply device 4, a three-phase AC
After being converted to 440V, DC is recharged by the charging device 5.
The storage battery 6 is constantly charged by converting it to 600V. Next, FIG. 2 shows a state in which the inverter-controlled electric vehicle is driven in a section without an overhead line. In this embodiment, only one set of the inverter control device 3 is charged from the storage battery 6, and its voltage is about DC500 to DC550V. Here, an example in which only one set of the inverter control device 3 is charged from the storage battery 6 is shown, but when a higher speed and a larger traction force are required, a plurality of inverter control devices 3 are charged from the storage battery 6. It is also possible to use. The same reference numerals as those in FIG. 1 denote the same objects. The same applies to the following.
【０００７】図１と図２で説明した実施例の電気回路ツ
ナギ図を図４に示す。図４において、２１は切替スイッ
チ、２２はパンタグラフ２の折りたたみ動作と連動して
開閉するパンタグラフ切断スイッチ、２３はパンタグラ
フ切断スイッチ２２とインターロックされる連動接点、
２４は補機回路の蓄電池電源接点３１の励磁コイル、２
５は主回路蓄電池電源接点３０の励磁コイル、２６は主
回路主接点２８の励磁コイル、２７は制御回路部分、２
８は主回路主接点、３０は主回路蓄電池接点、３１は補
機回路の蓄電池電源接点、３２は補機回路部分、３３は
遮断器を示す。なお、補機回路３２の負荷としては、コ
ンプレッサーのモータや送風機のモータ等がある。イン
バータ制御式電気車両が架線１からの給電により運転さ
れるときは、パンタグラフ２が架線１に接触することか
ら、、パンタグラフ切断スイッチ２２が閉じ、パンタグ
ラフ切断スイッチ２２とインターロックされる連動接点
２３が開き、制御回路部分２７の各励磁コイル２４、２
５、２６が励磁されないので、パンタグラフ２、パンタ
グラフ切断スイッチ２２、遮断器３３、主回路主接点２
８を介して各インバータ制御装置３に電力が供給され、
各三相交流電動機７を駆動し、車両が運転される。ここ
で、架線からの給電により運転するモードから、蓄電池
６からの給電により運転するモードへ切替えるに際し、
連動接点２３とパンタグラフ切断スイッチ２２とはイン
ターロックをとっているため、モード切替えの誤操作を
防止する。また、同時に、補機回路電源装置４、充電装
置５および補機回路の蓄電池電源接点３１を介して蓄電
池６を充電する。また、補機回路３２の負荷には補機回
路電源装置４から電力が供給される。一方、蓄電池６に
よる運転を行うためには、パンタグラフ２が折たたまれ
るため、この動作と連動してパンタグラフ切断スイッチ
２２が切りとなり、次いで、切替スイッチ２１を操作す
ると、パンタグラフ切断スイッチ２２とインターロック
されている連動接点２３が閉じているので、各励磁コイ
ル２４、２５、２６が励磁され、図１と図２で説明した
蓄電池運転のための回路が構成される。つまり、インバ
ータ制御装置３が１組だけ、蓄電池６と主回路蓄電池接
点３０、遮断器３３および主回路接点２８を介して接続
され、１組のインバータ制御装置３を蓄電池６により荷
電し、三相交流電動機７を駆動する。この例では、充電
装置５も補機回路の蓄電池電源接点３１を介して蓄電池
６から荷電され、この充電装置５を逆運転することによ
り、補機回路部分３２に必要な３相ＡＣ４００Ｖ電源を
供給する。FIG. 4 shows a schematic diagram of the electric circuit of the embodiment described with reference to FIGS. 1 and 2. In FIG. 4, 21 is a changeover switch, 22 is a pantograph disconnecting switch that opens and closes in conjunction with the folding operation of the pantograph 2, and 23 is an interlocking contact that is interlocked with the pantograph disconnecting switch 22.
24 is an exciting coil for the storage battery power contact 31 of the auxiliary circuit, 2
5 is an exciting coil of the main circuit storage battery power source contact 30, 26 is an exciting coil of the main circuit main contact 28, 27 is a control circuit portion, 2
Reference numeral 8 is a main circuit main contact, 30 is a main circuit storage battery contact, 31 is a storage battery power supply contact of an auxiliary circuit, 32 is an auxiliary circuit portion, and 33 is a circuit breaker. The load of the auxiliary circuit 32 includes a compressor motor, a blower motor, and the like. When the inverter-controlled electric vehicle is driven by the power supply from the overhead line 1, the pantograph 2 comes into contact with the overhead line 1, so that the pantograph disconnecting switch 22 is closed and the interlocking contact 23 interlocked with the pantograph disconnecting switch 22 is generated. Open, each exciting coil 24, 2 of the control circuit portion 27
Since 5 and 26 are not excited, the pantograph 2, the pantograph disconnection switch 22, the circuit breaker 33, the main circuit main contact 2
Power is supplied to each inverter control device 3 via 8,
The three-phase AC electric motor 7 is driven to drive the vehicle. Here, when switching from the mode in which the electric power is supplied from the overhead line to the mode in which the electric power is supplied from the storage battery 6,
Since the interlocking contact 23 and the pantograph disconnection switch 22 are interlocked, erroneous operation of mode switching is prevented. At the same time, the storage battery 6 is charged via the auxiliary circuit power supply device 4, the charging device 5, and the storage battery power contact 31 of the auxiliary circuit. The load of the auxiliary machine circuit 32 is supplied with electric power from the auxiliary machine power supply device 4. On the other hand, in order to perform the operation with the storage battery 6, the pantograph 2 is folded, so the pantograph disconnection switch 22 is turned off in conjunction with this operation, and when the changeover switch 21 is operated next, the pantograph disconnection switch 22 and the Since the locked interlocking contact 23 is closed, the exciting coils 24, 25, 26 are excited, and the circuit for operating the storage battery described in FIGS. 1 and 2 is constructed. That is, only one set of the inverter control device 3 is connected to the storage battery 6 via the main circuit storage battery contact 30, the circuit breaker 33, and the main circuit contact 28, and one set of the inverter control device 3 is charged by the storage battery 6 and three-phase The AC motor 7 is driven. In this example, the charging device 5 is also charged from the storage battery 6 via the storage battery power contact 31 of the auxiliary circuit, and by operating the charging device 5 in the reverse direction, the auxiliary circuit portion 32 is supplied with the necessary three-phase AC400V power supply. To do.
【０００８】本実施例の車両の性能を速度とけん引力の
関係により表すと、図５のようになる。この図５におい
て、曲線１１は、架線電圧ＤＣ１５００Ｖ下における性
能曲線、曲線２は、蓄電池６からの給電時の性能曲線、
曲線１３は、車両の入替ヤード等の平担系における列車
の抵抗曲線を示す。性能曲線１１に比し、性能曲線２
は、大幅に低くなっているが、列車の抵抗曲線１３より
も実使用速度範囲の２０Ｋｍ／ｈ程度まではけん引力が
うわ上まっており、十分使用可能であることがわかる。
本実施例では、蓄電池６は、図１に示すように、通常は
連続的に充電されており、車両が架線１のない側線へ移
動する時にのみ、図２のように蓄電池６を放電させて運
転され、その運転時間は、数分から十数分と短い場合に
は、蓄電池６の容量もあまり大きなものを必要としな
い。The performance of the vehicle of this embodiment is represented by the relationship between speed and traction force as shown in FIG. In FIG. 5, a curve 11 is a performance curve under an overhead wire voltage of DC 1500 V, a curve 2 is a performance curve when power is supplied from the storage battery 6,
A curve 13 shows a resistance curve of a train in a flat system such as a car replacement yard. Performance curve 2 compared to performance curve 11
Is significantly lower, but the traction force rises up to about 20 km / h in the actual operating speed range from the resistance curve 13 of the train, and it can be seen that it is sufficiently usable.
In the present embodiment, the storage battery 6 is normally continuously charged as shown in FIG. 1, and the storage battery 6 is discharged as shown in FIG. 2 only when the vehicle moves to the side line without the overhead line 1. When the storage battery 6 is operated and its operating time is as short as a few minutes to a dozen minutes, the storage battery 6 does not need to have a very large capacity.
【０００９】図３に、本発明の他の実施例を示す。この
例では蓄電池６を隣りの車両に配置して、これから電気
接続器１０を介して給電をうける１組のインバータ制御
装置が三相交流電動機７を駆動して、車両を運転する。
この場合の車両の性能は、図４の性能曲線１２と同じで
あるが、使用する蓄電池６が隣りの車両に搭載されるた
め、前例に比較して、蓄電池６に対する寸法および位置
の自由度が大きく、大容量の蓄電池６を使用することが
可能となり、蓄電池６からの給電で車両を運転する時間
を長くすることができる。また、この図３の実施例で
は、架線が有る区間を運転するときには、この蓄電池６
を搭載した車両を連結せずに運転し、架線のない区間を
運転する時にのみ連結することにより、架線の有る区間
で使用しない蓄電池６を不要時に運ぶことによる無駄を
なくすことが可能となる。FIG. 3 shows another embodiment of the present invention. In this example, the storage battery 6 is arranged in an adjacent vehicle, and a set of inverter control devices to which power is supplied via the electrical connector 10 drives the three-phase AC electric motor 7 to drive the vehicle.
The performance of the vehicle in this case is the same as the performance curve 12 of FIG. 4, but since the storage battery 6 to be used is mounted on the adjacent vehicle, the degree of freedom in size and position with respect to the storage battery 6 is greater than in the previous example. It is possible to use a large and large-capacity storage battery 6, and it is possible to lengthen the time for driving the vehicle by power supply from the storage battery 6. Further, in the embodiment of FIG. 3, the storage battery 6 is used when driving a section where there is an overhead line.
It is possible to eliminate waste caused by carrying the storage battery 6 that is not used in the section where there is an overhead wire when it is not needed, by operating the vehicle equipped with the vehicle without connecting it and connecting it only when driving the section without the overhead wire.
【００１０】[0010]
【発明の効果】本発明によれば、架線からの給電により
運転されて来た列車を、架線がない区間に移動させる場
合にも別電源で駆動される車両又は内燃機関などを搭載
した車両など他の車両を接続することなしに、架線から
の給電時に使用されて来た車両をそのまま使用すること
により、連結作業等をおこなう必要がなくなり、一連の
作業の効率を向上する効果がある。また、上記のように
列車入替などのために他の車両を準備しておく必要がな
くなるので、保守点検すべき車両の数を減じることも可
能となり、保守費用の低減が図れる。また、使用する蓄
電池を隣りの車両に搭載した場合、蓄電池６に対する寸
法および位置の自由度が大きく、大容量の蓄電池を使用
することが可能となり、蓄電池からの給電で車両を運転
する時間を長くすることができる。また、架線が有る区
間を運転するときには、この蓄電池を搭載した車両を連
結せずに運転し、架線のない区間を運転する時にのみ連
結することにより、架線の有る区間で使用しない蓄電池
を不要時に運ぶことによる無駄をなくすことが可能とな
る。また、運転モードの切替は、パンタグラフの折りた
たみ動作とインターロックをとるので、誤操作を防止す
ることができる。According to the present invention, a vehicle driven by a separate power source or a vehicle equipped with an internal combustion engine or the like even when a train driven by power supply from an overhead line is moved to a section without an overhead line By using the vehicle that has been used at the time of power feeding from the overhead wire as it is without connecting another vehicle, it is not necessary to perform a connecting work or the like, and there is an effect that the efficiency of a series of work is improved. Further, as described above, there is no need to prepare other vehicles for train replacement, etc., so that it is possible to reduce the number of vehicles to be inspected and maintenance costs can be reduced. Further, when the storage battery to be used is mounted on an adjacent vehicle, the degree of freedom in size and position with respect to the storage battery 6 is large, and a large-capacity storage battery can be used, and the time for driving the vehicle by power supply from the storage battery is long. can do. In addition, when driving a section with an overhead line, operate the vehicle equipped with this storage battery without connecting it, and connect it only when driving a section without an overhead line so that storage batteries that are not used in the section with an overhead line are not needed. It is possible to eliminate waste caused by carrying. Moreover, since the switching of the operation modes is interlocked with the folding operation of the pantograph, it is possible to prevent an erroneous operation.
【図１】本発明の一実施例の基本構成を説明する図。FIG. 1 is a diagram illustrating a basic configuration of an embodiment of the present invention.
【図２】本発明の一実施例の蓄電池の使用状態を説明す
る図。FIG. 2 is a diagram illustrating a usage state of a storage battery according to an embodiment of the present invention.
【図３】本発明の他の実施例の蓄電池の使用状態を説明
する図。FIG. 3 is a diagram illustrating a usage state of a storage battery according to another embodiment of the present invention.
【図４】本発明の一実施例の電気回路ツナギ図。FIG. 4 is a schematic diagram of an electric circuit board of an embodiment of the present invention.
【図５】本発明の一実施例の車両性能の例を説明する
図。FIG. 5 is a diagram illustrating an example of vehicle performance according to an embodiment of the present invention.
１ 架線 ２ パンタグラフ ３ インバータ制御装置 ４ 補機回路電源装置 ５ 充電装置 ６ 蓄電池 ７ 三相交流電動機 ８ 車輪 ９ 車体 １０ 電気接続器 １１ 車両の性能曲線 １２ 車両の性能曲線 １３ 列車の抵抗曲線 ２１ 切替スイッチ ２２ パンタグラフ切断スイッチ ２３ パンタグラフ切断スイッチとの連動接点 ２４ 補機回路の蓄電池電源接点の励磁コイル ２５ 主回路蓄電池電源接点の励磁コイル ２６ 主回路主接点の励磁コイル ２７ 制御回路部分 ２８ 主回路主接点 ３０ 主回路蓄電池接点 ３１ 補機回路の蓄電池電源接点 ３２ 補機回路部分 ３３ 遮断器 1 Overhead Line 2 Pantograph 3 Inverter Control Device 4 Auxiliary Circuit Power Supply Device 5 Charging Device 6 Storage Battery 7 Three-Phase AC Motor 8 Wheels 9 Vehicle Body 10 Electrical Connector 11 Vehicle Performance Curve 12 Vehicle Performance Curve 13 Train Resistance Curve 21 Changeover Switch 22 Pantograph disconnection switch 23 Interlocking contact with pantograph disconnection switch 24 Excitation coil of storage battery power supply contact of auxiliary circuit 25 Excitation coil of main circuit storage battery power supply contact 26 Excitation coil of main circuit main contact 27 Control circuit part 28 Main circuit main contact 30 Main circuit storage battery contact 31 Storage battery power supply contact for auxiliary circuit 32 Auxiliary circuit part 33 Circuit breaker
Claims (5)
動され、鉄道車両としてのけん引力を発生する三相交流
電動機を有する電気車両において、架線からの給電によ
りインバータ制御装置を介して三相交流電動機を駆動す
る運転モードとは別に、架線より低い電圧を有する別電
源から同一の前記インバータ制御装置に給電し、前記イ
ンバータ制御装置を介して三相交流電動機を駆動するこ
とを特徴とするインバータ制御式鉄道電気車両。1. An electric vehicle having an inverter control device and a three-phase AC motor driven by the inverter control device to generate a traction force as a railway vehicle. An inverter-controlled railway characterized in that, apart from the operation mode to be driven, another same power source having a voltage lower than that of the overhead wire is used to supply power to the same inverter control device, and the three-phase AC motor is driven via the inverter control device. Electric vehicle.
制御装置と、複数個の三相交流電動機を有し、別電源か
らの給電により運転するモードでは、その車両に装備し
たすべてのインバータ制御装置と三相交流電動機を駆動
せずに、１組または数組のインバータ制御装置と１個ま
たは数個の三相交流電動機のみを駆動することを特徴と
するインバータ制御式鉄道電気車両。2. The inverter control device according to claim 1, which has a plurality of inverter control devices and a plurality of three-phase AC motors, and which is installed in the vehicle in a mode in which the power is supplied from another power source. An inverter-controlled railroad electric vehicle characterized by driving only one or several sets of inverter control devices and one or several sets of three-phase AC motors without driving the three-phase AC motors.
し、この蓄電地を自車両内または他車両に搭載すること
を特徴とするインバータ制御式鉄道電気車両。3. The inverter-controlled railroad electric vehicle according to claim 1, wherein the separate power source is a power storage area, and the power storage area is mounted in the own vehicle or in another vehicle.
車両端部に配置した電気的接続器を介して行うことを特
徴とするインバータ制御式鉄道電気車両。4. The inverter-controlled railway electric vehicle according to claim 3, wherein electric power is received from another power source through an electrical connector arranged at an end of the vehicle.
からの給電により運転するモードから、別電源からの給
電により運転するモードへの切替は、架線からの給電に
使用するパンタグラフの折りたたみ動作とインターロッ
クをとり、別電源による運転モードでは常にパンタグラ
フをさげた状態となることを特徴とするインバータ制御
式鉄道電気車両。5. The method according to claim 1 or 2, wherein the mode in which operation is performed by supplying power from an overhead wire is switched to the mode in which operation is performed by supplying power from another power source, by performing a folding operation of a pantograph used for supplying power from an overhead wire. An inverter-controlled railway electric vehicle that is interlocked so that the pantograph is always turned down when operating in a separate power source.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26788992A JPH0698409A (en) | 1992-09-11 | 1992-09-11 | Inverter controlled type electric rolling stock |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26788992A JPH0698409A (en) | 1992-09-11 | 1992-09-11 | Inverter controlled type electric rolling stock |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0698409A true JPH0698409A (en) | 1994-04-08 |
Family
ID=17451035
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP26788992A Pending JPH0698409A (en) | 1992-09-11 | 1992-09-11 | Inverter controlled type electric rolling stock |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0698409A (en) |
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003319509A (en) * | 2002-04-22 | 2003-11-07 | Odakyu Dentetsu Kk | Method and device for protecting pantograph for railcar |
| JP2007236196A (en) * | 2000-06-06 | 2007-09-13 | Hitachi Ltd | Railroad train of battery drive |
| JP2009261242A (en) * | 2004-06-22 | 2009-11-05 | Toshiba Corp | Controller of electric rolling stock |
| JP2010063298A (en) * | 2008-09-05 | 2010-03-18 | Railway Technical Res Inst | Main circuit system and power supply method |
| JP2010130829A (en) * | 2008-11-28 | 2010-06-10 | Hitachi Ltd | Drive system foe electric railway vehicle |
| JP2011024420A (en) * | 2010-09-27 | 2011-02-03 | Railway Technical Res Inst | Pantograph malfunction prevention apparatus and method for overhead and battery hybrid vehicle |
| JP4896279B1 (en) * | 2011-06-23 | 2012-03-14 | 三菱電機株式会社 | Train information management apparatus and train information management method |
| JP2016034171A (en) * | 2014-07-30 | 2016-03-10 | 株式会社東芝 | Vehicle system and method for controlling the same |
| CN108136913A (en) * | 2015-09-11 | 2018-06-08 | 克诺尔轨道车辆系统有限公司 | For manipulating the method and apparatus of the energy source of the main and auxiliary air supply for particularly rail vehicle |
| US10086703B2 (en) | 2014-12-31 | 2018-10-02 | General Electric Company | System and method for controlling electrically driven accessories |
| US10525838B2 (en) | 2016-06-16 | 2020-01-07 | Central Japan Railway Company | Power conversion system |
| US10538162B2 (en) | 2016-06-17 | 2020-01-21 | Central Japan Railway Company | Power conversion system |
| US10611245B2 (en) | 2016-06-16 | 2020-04-07 | Central Japan Railway Company | Power conversion system |
| CN114044009A (en) * | 2021-11-09 | 2022-02-15 | 中国铁建高新装备股份有限公司 | Double-power transmission system suitable for tamping stabilizing vehicle and tamping stabilizing vehicle |
-
1992
- 1992-09-11 JP JP26788992A patent/JPH0698409A/en active Pending
Cited By (21)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007236196A (en) * | 2000-06-06 | 2007-09-13 | Hitachi Ltd | Railroad train of battery drive |
| JP4574643B2 (en) * | 2000-06-06 | 2010-11-04 | 株式会社日立製作所 | Battery-powered railway train |
| JP2003319509A (en) * | 2002-04-22 | 2003-11-07 | Odakyu Dentetsu Kk | Method and device for protecting pantograph for railcar |
| JP2009261242A (en) * | 2004-06-22 | 2009-11-05 | Toshiba Corp | Controller of electric rolling stock |
| JP2012039867A (en) * | 2004-06-22 | 2012-02-23 | Toshiba Corp | Device for control of electric rolling stock |
| JP2010063298A (en) * | 2008-09-05 | 2010-03-18 | Railway Technical Res Inst | Main circuit system and power supply method |
| JP2010130829A (en) * | 2008-11-28 | 2010-06-10 | Hitachi Ltd | Drive system foe electric railway vehicle |
| JP2011024420A (en) * | 2010-09-27 | 2011-02-03 | Railway Technical Res Inst | Pantograph malfunction prevention apparatus and method for overhead and battery hybrid vehicle |
| JP4896279B1 (en) * | 2011-06-23 | 2012-03-14 | 三菱電機株式会社 | Train information management apparatus and train information management method |
| WO2012176295A1 (en) * | 2011-06-23 | 2012-12-27 | 三菱電機株式会社 | Train information management device and train information management method |
| JP2016034171A (en) * | 2014-07-30 | 2016-03-10 | 株式会社東芝 | Vehicle system and method for controlling the same |
| US10259327B2 (en) | 2014-07-30 | 2019-04-16 | Kabushiki Kaisha Toshiba | Vehicle system and control method therefor |
| US10086703B2 (en) | 2014-12-31 | 2018-10-02 | General Electric Company | System and method for controlling electrically driven accessories |
| CN108136913A (en) * | 2015-09-11 | 2018-06-08 | 克诺尔轨道车辆系统有限公司 | For manipulating the method and apparatus of the energy source of the main and auxiliary air supply for particularly rail vehicle |
| JP2018528749A (en) * | 2015-09-11 | 2018-09-27 | クノル−ブレムゼ ジステーメ フューア シーネンファールツォイゲ ゲゼルシャフト ミット ベシュレンクテル ハフツングＫｎｏｒｒ−Ｂｒｅｍｓｅ Ｓｙｓｔｅｍｅ ｆｕｅｒ Ｓｃｈｉｅｎｅｎｆａｈｒｚｅｕｇｅ ＧｍｂＨ | Method and apparatus for driving an energy source, particularly for the main air supply and auxiliary air supply for railway vehicles |
| US10688870B2 (en) | 2015-09-11 | 2020-06-23 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method and device for controlling energy sources for supplying main and auxiliary air, in particular of a rail vehicle |
| US10525838B2 (en) | 2016-06-16 | 2020-01-07 | Central Japan Railway Company | Power conversion system |
| US10611245B2 (en) | 2016-06-16 | 2020-04-07 | Central Japan Railway Company | Power conversion system |
| US10538162B2 (en) | 2016-06-17 | 2020-01-21 | Central Japan Railway Company | Power conversion system |
| CN114044009A (en) * | 2021-11-09 | 2022-02-15 | 中国铁建高新装备股份有限公司 | Double-power transmission system suitable for tamping stabilizing vehicle and tamping stabilizing vehicle |
| CN114044009B (en) * | 2021-11-09 | 2023-02-03 | 中国铁建高新装备股份有限公司 | Double-power transmission system suitable for tamping stabilizing vehicle and tamping stabilizing vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP4476917B2 (en) | Battery-powered railway train | |
| JP5918788B2 (en) | Railway vehicle drive system and train system equipped with the same | |
| CN102958746B (en) | Electric vehicle propulsion control device, and railway vehicle system | |
| CN101863230B (en) | Power storage control apparatus and method of electric vehicle | |
| AU2005267432B2 (en) | Energy storage system and method for hybrid propulsion | |
| CN105431325B (en) | Power conversion apparatus, urgent driving system and rolling stock | |
| JPH0698409A (en) | Inverter controlled type electric rolling stock | |
| CN102596677A (en) | Battery-powered rail grinder | |
| CN106740151A (en) | The hybrid power system and EMU of rail vehicle | |
| US11002167B2 (en) | Wireless power transfer system | |
| JP5281372B2 (en) | Electric railway vehicle drive system | |
| US20200207376A1 (en) | Power system and associated method | |
| Ogura et al. | A bidirectional DC-DC converter for battery electric light rail vehicle and its test run results | |
| JP4304827B2 (en) | Power supply facilities and electric vehicles | |
| CN113119807A (en) | Double-flow system vehicle | |
| JPH0833122A (en) | Electric dual mode railway vehicle | |
| JP5190883B2 (en) | Overhead voltage compensation vehicle | |
| US20220048540A1 (en) | Arrangement for driving a locomotive having various energy-provision systems | |
| IT202000002566A1 (en) | ELECTRIC DRIVE VEHICLE INCLUDING AN ENERGY MANAGEMENT SYSTEM, AND METHOD OF ENERGY MANAGEMENT IN SUCH ELECTRIC DRIVE VEHICLE | |
| JP2005051891A (en) | Feeding apparatus, composition of train, and tracked rolling stock | |
| CN110456686B (en) | Full-load traction starting control method for special manned tramcar | |
| JP2006069510A (en) | Large-output electric rolling stock combined with electric power of on-vehicle storage battery | |
| Cierniewski et al. | Main circuit concept for a hybrid rail vehicle | |
| GB2611341A (en) | Drive system for a railway vehicle | |
| Östlund | Dual system Locomotives for future rail freight operation |