KR20080040271A - 3 phase amorphous inductive power transfer system of electric railway vehicle - Google Patents

Abstract

A three-phase amorphous inductive power transfer system of an electric railway vehicle is provided to prevent a short-circuit of the electric railway vehicle such as a bimodal or a light electric railway vehicle due to physical contact by removing a feeder. A three-phase amorphous inductive power transfer system of an electric railway vehicle includes a three-phase inductive power transfer apparatus and an on-board current collector. The three-phase inductive power transfer apparatus is installed on a railway line to inductively transfer power to the electric railway vehicle by converting signal-phase power into three-phase power. The on-board current collector is installed in the electric railway vehicle to supply the power of the inductive power transfer apparatus to a motor driving unit(90) of the electric railway vehicle. The three-phase inductive power transfer apparatus is installed in an acceleration zone where the electric railway vehicle starts in a station and in another acceleration zone where the electric railway vehicle starts after a stop by a signal.

Description

Three phase amorphous induction feeding system for electric railroad vehicle {3 PHASE AMORPHOUS INDUCTIVE POWER TRANSFER SYSTEM OF ELECTRIC RAILWAY VEHICLE}

1 is a configuration diagram of an induction power supply system according to the present invention,

2 is a view for explaining the installation position of the stop charging part and the driving type charging part of FIG.

3 is a detailed configuration diagram of a three-phase induction feeder installed on the ground and a vehicle current collector installed on the vehicle according to the present invention;

Figure 4 shows a detailed configuration of the battery unit according to the present invention.

<Description of the symbols for the main parts of the drawings>

10-stop charging part, 20-driving charge part,

31,32-single-phase feed line, 40-power converter,

41-power factor correction circuit, 50-amorphous induction transformer,

51, 61-core iron, 52a, 52b, 52c-coil,

53-shield screen, 60-amorphous current collector,

62a, 62b, 62c-coil, 70-resonant converter,

80-Battery compartment.

The present invention relates to a three-phase amorphous induction feeder system installed in an electric rail vehicle route, and more particularly, by removing the feeder from the electric feeder system of the electric railroad, eliminating all risks of accidents of the feeder due to physical contact. It relates to a three-phase amorphous induction power supply system for an electric railway vehicle that can maximize the.

Existing electric rail systems such as TRAMs, streetcars, light rails, bimodal buses, and bus rapid transit buses, such as BRT (Bus Rapid Transit), are used in current collectors (pantographs, current collectors) installed in vehicles. On the basis of the physical contact of the electric power supply line (or the third rail) with the power supply, the current collector and the power supply system have been constructed, and for this reason, maintenance is inevitable, and the control related to the contact current collector (pantograph and the third rail). Complex configuration

In the case of such an electric railway system, a tram line is installed over all routes, and in the case of a DC power supply system, a protection device against a high resistance ground is required.In the case of an AC power supply system, a tunnel and a vehicle are required to secure an insulation separation distance. Has a problem that the size of M is increased and the area of exposure to communication induction obstacles is enlarged.

For this reason, in the case of the conventional single-phase induction power supply system, there is a limit to supply the power supply of the general railway system that requires more than the small and medium sized electric railway system.

In general, the material of the current collector is made of ferrite or a conventionally stacked iron core. Due to the characteristics of the induction feeding method, a frequency of several to several tens of kHz is used, so the material of the current collector needs to be designed to minimize the loss caused by the high frequency.

Therefore, in the conventional power supply system, there is a problem of maintenance due to the physical contact between the power supply device and the power supply line, and the power quality deteriorates due to the complex configuration of the current collector and the noise problem, and the fault of the current collector. In addition to increasing the size of tunnels and vehicles to secure protection facilities and insulation distances for ground faults, the application of an induction feeding system requires an increase in the amount of power to meet the required power of general electric rail vehicles. There is a problem such as being.

The present invention has been invented to improve the above-mentioned problems, and in a section in which an electric vehicle consumes most of its energy for driving, such as an acceleration section starting from a stop at a history, a signal, etc. An object of the present invention is to provide a three-phase amorphous induction power supply system for an electric railway vehicle that can be charged in a short time based on an induction power supply method and maximize the efficiency of maximum current collection / feeding.

The three-phase amorphous induction power supply system for an electric railway vehicle of the present invention for realizing the above object is a three-phase induction power supply device which is installed on the line to convert the single-phase power supply to the three-phase power supply to induction power supply to the electric vehicle, and Characterized in that the in-vehicle current collector is installed in the vehicle to receive the electric power of the induction feeder in an induction method so that it can be supplied to the motor drive unit of the electric vehicle.

The three-phase induction feeding device is characterized in that the vehicle is installed in the acceleration section starting when the vehicle stops due to the acceleration section starting from the history.

The three-phase induction power supply device is a power factor improvement circuit for compensating power factor changes according to a situation in which power is collected in the onboard current collector, an inverter controller, first, second, third inverters for generating three-phase AC power, and It is characterized by consisting of a conductor for three-phase induction feeding.

The in-vehicle current collector is a three-phase induction amorphous current collector, a resonant converter capable of compensating for leakage of induced power and reactive power, and the resonant converter are connected in parallel, respectively, in the amorphous current collector Characterized in that consisting of a battery unit for charging the electric power and the motor driving unit for driving the driving motor of the electric vehicle.

The battery unit includes a battery for charging power received, an ultracapacitor capable of high-density energy discharge, a bidirectional DC-DC converter for selecting an output of the battery and the ultracapacitor and converting the output into a predetermined DC voltage, and outputting the battery and the ultracapacitor. It features an EMS controller that controls the operation of the sheeter and the bidirectional DC-DC converter.

Hereinafter, the configuration and operation of the preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a configuration diagram of an induction power supply facility system according to the present invention, Figure 2 is a view for explaining the installation position of the stationary charging portion and the driving charging portion of Figure 1, respectively. The electric vehicle described below represents a TRAM, a streetcar, a light rail, a bimodal (Bimodal), a BRT (Bus Rapid Transit).

The stationary charging unit 10 is also referred to as S / bay, and refers to the primary side of the transformer as an induction power converter that can be charged by stopping the vehicle in the station. As the section is long, it is installed at a position where the vehicle travels at a low speed, such as a curved driving section, as a driving section for rapid charging without a car.

 As shown in FIG. 1, a plurality of stop type charging unit 10 and a driving charging unit 20 are connected in parallel to single-phase power supply lines 31 and 32 via a power converter 40. As shown, the stop type charging unit 10 is installed in the history of stopping the electric vehicle, the driving charging unit 20 is a curve for driving the electric vehicle relatively slowly as it is for fast charging without interruption due to a long driving section during driving. Many are installed in the section.

Thus, when the electric vehicle is stopped in history or is running relatively slowly in a curved section, the current collecting action is performed based on the induction feeding method from the charging type charging part 10 or the driving charging part 20.

As described above, the feeding action performed at the stop charging part 10 and the driving charging part 20 may be performed after detecting the driving of the vehicle at the front end of the stop charging part 10 in the case of the stop charging part 10. In the case of the charging unit 20, it is preferable to supply power by inspecting the energy accumulation amount of the vehicle.

Figure 3 shows a detailed configuration of the three-phase induction power supply device installed on the ground and the vehicle current collector installed on the vehicle according to the present invention.

The three-phase induction feeder installed on the ground is composed of a power converter 40 and the amorphous induction transformer 50, in particular, the power converter 40 is a power factor that varies depending on the situation in which power is collected in the onboard current collector And a power factor improving circuit 41 for compensating for minutes, an inverter controller 42, and first, second and third inverters 43; 43a, 43b, 43c for generating AC power in three phases.

The first, second, and third inverters 43; 43a, 43b, and 43c are configured by using a power switching element, and the inverter controller 42 receives DC power received and rectified in the single-phase power supply lines 31 and 32. It is switched under the control of) and converts into a three-phase AC power in the form of a switching pulse.

The amorphous induction transformer 50 is formed of three coils 52 (52a, 52b, 52c) wound around the core iron core 51 so that each coil 52a, 52b, 52c can feed three-phase AC power. The AC power converted by the first, second, and third inverters 43; 43a, 43b, and 43c into a switching pulse form is output as a sinusoidal waveform. In particular, the shield screen 53 is installed to prevent the electromagnetic wave is emitted to the outside.

On the other hand, in the vehicle phase, an amorphous current collector 60 is provided to correspond to the coils 52a, 52b, 52c provided in the amorphous induction transformer 50 on the ground to collect three-phase AC power in an inductive manner. To this end, the amorphous current collector 60 has three coils 62 (62a, 62b, 62c) wound around the core iron 61 to collect three phase AC power in each of the coils 62a, 62b, 62c. In the same manner as the shield screen 53 of the amorphous induction transformer 50, the electromagnetic waves are emitted to the outside of the core amorphous iron 61 in which the coils 62; 62a, 62b, and 62c are wound. The shield screen 63 is installed to prevent it.

The iron core 61 is preferably formed of an amorphous alloy. The amorphous alloy is an amorphous magnetic material made by melting a mixture of iron (Fe), boron (B), silicon (Si) and the like and then rapidly cooling it, and has an amorphous structure. Due to its excellent magnetic flux, it is easy to magnetize and can reduce iron core loss. Since the thin film is less than silicon steel, the electrical resistance is about 3 times higher than that of silicon steel, so the eddy current loss due to induced voltage is very small. This is because the high frequency characteristics are excellent, the mechanical strength is strong and the elasticity is high.

An output terminal of the amorphous current collector 60 is connected to a resonant converter 70 that can compensate for leakage of induced power and reactive power, thereby converting the induced three-phase AC power into DC.

The resonant converter 70 is connected to the battery unit 80 for charging the power received from the amorphous current collector and the motor driving unit 90 for driving the driving motor of the electric vehicle in parallel.

As shown in FIG. 4, the battery unit 80 includes a battery 81 for charging received power, an ultracapacitor 82 capable of high-density energy discharge, and an output of the battery 81 and the ultracapacitor 82. Selects a bidirectional DC-DC converter 83 for converting and outputting a predetermined DC voltage, and an EMS controller 84 for controlling operations of the battery 81, the ultracapacitor 82, and the bidirectional DC-DC converter 83. Consists of including.

The ultracapacitor 82 is connected between the battery 81 and a motor (not shown) for driving the electric vehicle, which is capable of high-density energy discharge and thus feeds energy to the motor driver 90 (or battery discharge). High power supply). In addition, when the electric vehicle requires a high power for rapid acceleration such as accelerating or climbing a hill after stopping, a sudden charging / discharging phenomenon of the battery 81 is alleviated, thereby preventing the life of the battery 81 from being lowered.

The bidirectional DC-DC converter 83 selects the output of the battery 81 or the ultracapacitor 82 under the control of the EMS controller 84, and converts the output to a predetermined DC voltage at a level required for driving the electric vehicle. It works.

In particular, the EMS controller 84 charges the power supplied from the resonant converter 70 to the battery 81 in the power supply state, and detects the charge state and controls to stop the charge when the battery is in a fully charged state. In the discharged state, the discharge power of the battery 81 or the ultracapacitor 82 is controlled to be supplied to the motor driving unit 90.

As described above, the present invention provides a charging operation based on the induction method of the battery unit installed in the vehicle in the history or in the curved section, and the electric vehicle is driven based on the power charged from the battery unit or the power supplied from the ground. It becomes possible.

In addition, the charging operation to the electric vehicle is made by the induction feeding method for a short time charging, it is possible to charge the electric vehicle during the stop, as well as to collect the current while driving, without the risk of physical contact.

In the electric vehicle system according to the present invention, since most of the energy is consumed in the acceleration section starting from the station or when the vehicle stops due to a signal, the charging section 20 for driving in this section is provided. The vehicle can be driven by using the feed energy or the energy in the battery which is already charged.

As described above, the present invention constitutes a charging and feeding device for a feed line in a three-phase induction power system in an electric railway system, and removes a feed line that must be continuously installed in a line with a track, thereby obtaining a TRAM by physical contact. As well as eliminating the risk of short-circuit accidents in railway vehicles such as streetcars, light rails, bimodals, and electric railway vehicle systems such as BRT, it also has advantages in terms of environment and aesthetics by removing elements of exposed electrical devices. By minimizing the iron loss at high frequency, it is possible to maximize the overall system efficiency. In addition, by minimizing the insulation separation distance of the tunnel, the advantages of the induction feeding system to reduce the existing railway system equipment, and maximize the efficiency of current collection / feeding despite limited charging and feeding opportunities.

Claims (5)

A three-phase induction feeding device installed on a line to convert single-phase power into three-phase power to induce electric power feeding to an electric vehicle, and a vehicle to receive electric power of the induction feeding device in an inductive manner and supply it to the motor driving part of the electric vehicle. A three-phase amorphous induction power supply system for an electric railway vehicle, characterized in that the vehicle current collector is installed on. The three-phase amorphous induction power supply system for an electric railway vehicle according to claim 1, wherein the three-phase induction feeder is installed in an acceleration section starting at the time when the vehicle stops due to an acceleration section, a signal, or the like. The first and second power supply circuits of claim 1, wherein the three-phase induction power supply device generates a power factor improvement circuit, an inverter controller, and three-phase AC power for compensating a power factor change depending on a situation in which power is collected from the on-vehicle current collector. And a third inverter, and a conductor for feeding a three-phase induction type electric three-phase amorphous induction power supply system for an electric railway vehicle. The method of claim 1, wherein the on-vehicle current collector is connected in parallel to the three-phase induction amorphous current collector, the resonant converter capable of compensating the leakage of the induced power and the reactive power, and the resonant converter, respectively, The three-phase amorphous induction power supply system for an electric railway vehicle comprising a battery unit for charging electric power received from the amorphous current collector and a motor driving unit for driving a driving motor of an electric vehicle. The method of claim 4, wherein the battery unit is a battery for charging the received power, an ultra-capacitor capable of high-density energy discharge, a bidirectional DC-DC converter for selecting and outputting the output of the battery and the ultra-capacitor to a predetermined DC voltage, And a EMS controller for controlling the operation of the battery, the ultracapacitor and the bidirectional DC-DC converter.

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