WO2023286515A1 - 鉄道車両用の駆動システムおよび駆動方法 - Google Patents

鉄道車両用の駆動システムおよび駆動方法 Download PDF

Info

Publication number
WO2023286515A1
WO2023286515A1 PCT/JP2022/024016 JP2022024016W WO2023286515A1 WO 2023286515 A1 WO2023286515 A1 WO 2023286515A1 JP 2022024016 W JP2022024016 W JP 2022024016W WO 2023286515 A1 WO2023286515 A1 WO 2023286515A1
Authority
WO
WIPO (PCT)
Prior art keywords
storage battery
power
series
drive system
voltage
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.)
Ceased
Application number
PCT/JP2022/024016
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
駿弥 内藤
貴志 金子
泰弘 大竹
拓矢 円子
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Priority to JP2023535186A priority Critical patent/JP7516673B2/ja
Publication of WO2023286515A1 publication Critical patent/WO2023286515A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/19—Switching between serial connection and parallel connection of battery modules
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to a drive system and drive method for railway vehicles using a storage battery.
  • a railroad line has electrified sections where railroad vehicles can receive power from overhead lines and non-electrified sections where there are no overhead lines and power cannot be supplied.
  • a storage battery train is a railway vehicle equipped with a chargeable/dischargeable storage battery system and used as an energy source for driving. In non-electrified sections, the train runs on storage batteries as an energy source.
  • a storage battery system is generally configured by connecting a plurality of storage battery modules in series and parallel, and charges and discharges with a DC voltage.
  • the charging equipment needs to apply an appropriate DC voltage in order to control the charging speed and target value.
  • power consuming devices such as drive inverters that use energy also have an appropriate DC voltage range, and deviation from this range may result in inability to perform intended operations, reduced efficiency, and failure.
  • Patent Document 1 discloses an in-vehicle power storage device that charges a battery unit composed of a plurality of batteries that can be switched between series and parallel from a DC external power supply or an AC external power supply via a power converter.
  • Patent Document 2 switching the circuit configuration of a storage battery in a power storage device mounted on an electric vehicle to a series connection or a parallel connection enables a low-voltage power source to A technique for easily and efficiently charging with a single charging operation is disclosed.
  • a DC/DC converter that converts a DC voltage to a different DC voltage generally has different circuits for boosting and bucking. has both circuit structures.
  • the storage battery system is charged to a voltage slightly higher than the rated voltage of the overhead lines. This is because the voltage range is such that the power consuming equipment operates at the overhead line voltage, while the voltage of the storage battery system generally drops as the charging rate drops, so the power consuming equipment can operate even when the charging rate drops. This is to ensure
  • step-up/step-down DC/DC converter a DC/DC converter capable of both stepping up and stepping down
  • one typical drive system for railway vehicles includes a first power supply unit comprising a storage battery system and a DC-DC power converter mounted on the railway vehicle; Predetermined power is supplied to a load device mounted on a railway vehicle driven by the DC power supplied by the first power supply unit or by the DC power supplied by the second power supply unit having a configuration different from that of the first power supply unit.
  • the storage battery system having a plurality of storage battery units and series-parallel switching means for switching a connection state between the plurality of storage battery units to a series state or a parallel state;
  • the present invention is characterized in that the series-parallel state between the plurality of storage battery units is switched between the case where one power supply unit supplies DC power and the case where DC power is supplied from the second power supply unit.
  • the present invention it is possible to control the charging of the storage battery system using only the step-down converter or the step-up converter. Therefore, the size and cost of the converter section can be reduced compared to the case where the step-up/step-down converter is used. .
  • the voltage is transformed only through a buck converter or a boost converter, and when charging and discharging in non-electrified sections, no transformation is required. can be improved.
  • FIG. 1 is a diagram showing a system configuration of a drive system for a railway vehicle according to Embodiment 1 of the present invention
  • FIG. It is a figure which shows the structural example of the storage battery system which has N storage battery units. It is a figure which shows an example of a structure of a step-down DC/DC converter.
  • 1 is a diagram illustrating a functional configuration of a control device for a drive system for a railway vehicle according to Embodiment 1
  • FIG. FIG. 4 is a diagram showing an interlocking circuit of a series contactor and a parallel contactor according to the first embodiment
  • FIG. 3 is a diagram showing a control table of the drive system for railway vehicles according to the first embodiment
  • 1 is a circuit diagram in an electrified section of a drive system for rail vehicles according to Embodiment 1.
  • FIG. 1 is a circuit diagram in a non-electrified section of the drive system for railway vehicles according to Embodiment 1.
  • FIG. 2 is a diagram showing, in tabular form, a sequence for switching a circuit state from an electrified section to a non-electrified section in the railroad vehicle drive system according to the first embodiment;
  • FIG. 4 is a diagram showing, in tabular form, a sequence when switching a circuit state from a non-electrified section to an electrified section in the railroad vehicle drive system according to the first embodiment; It is a figure which shows the simplest voltage equivalent circuit of a storage battery system.
  • FIG. 4 is a diagram showing a voltage relationship for showing the effect of Example 1; 1 is a diagram showing a configuration in which a DC electric train drive system is replaced with an AC electric train drive system in the railway vehicle drive system according to the first embodiment;
  • FIG. 1 is a diagram showing a configuration in which a DC train drive system is replaced with an electric diesel train drive system in the railroad vehicle drive system according to the first embodiment;
  • FIG. 1 is a diagram showing a circuit configuration of a bidirectional step-down DC/DC converter according to Example 1;
  • FIG. FIG. 10 is a diagram showing a system configuration of a drive system for a boost charging railway vehicle according to a second embodiment;
  • FIG. 10 is a diagram showing a control table of the drive system for the boost charge type railway vehicle according to the second embodiment;
  • FIG. 10 is a circuit diagram in an electrified section of the drive system for the boost charging type railway vehicle according to the second embodiment;
  • FIG. 10 is a circuit diagram of a drive system for a boost charging railway vehicle according to a second embodiment in a non-electrified section;
  • FIG. 10 is a diagram showing a voltage relationship for showing the effect of Example 2; 4 is a diagram showing a comparison of current and voltage of storage battery systems in Example 1 and Example 2.
  • FIG. FIG. 10 is a diagram showing a cross current when power supplies are connected in parallel;
  • FIG. 10 is a diagram showing storage battery units having different internal states in relation to Example 3;
  • FIG. 10 is a diagram showing a graph of OCV-accumulated current-SOC regarding parallel switching control in the low voltage charging configuration in Example 3;
  • FIG. 11 is a diagram showing the functional configuration of a control device according to Example 3;
  • FIG. 13 is a diagram showing a storage battery system having a cross current suppression circuit according to Example 4;
  • FIG. 11 is a diagram showing in tabular form a sequence for switching a circuit state from an electrified section to a non-electrified section in the drive system for a railroad vehicle according to the fourth embodiment;
  • FIG. 11 is a diagram showing in tabular form a sequence for switching a circuit state from a non-electrified section to an electrified section of the railroad vehicle drive system according to the fourth embodiment;
  • FIG. 13 is a diagram showing the configuration of a series-connected intermediate point grounded storage battery system according to a fifth embodiment;
  • FIG. 2 is a diagram showing the configuration of a storage battery system that is always grounded at an intermediate point;
  • FIG. 4 is a diagram showing a circuit state when the battery system is always connected in series (during high voltage);
  • FIG. 10 is a diagram showing a circuit state when the battery system with constant intermediate point grounding is in parallel (during low voltage);
  • Example 1 to Example 4 are demonstrated based on a figure as a form for implementing the drive system for rail vehicles which concerns on this invention.
  • a lithium-ion battery is applied to a storage battery that constitutes a power storage device will be described as an example.
  • the present invention is not limited to lithium ion batteries, and can be similarly applied to other storage elements such as lead batteries and nickel-metal hydride batteries. It should be noted that the present invention is not limited by these examples.
  • the same parts are denoted by the same reference numerals.
  • FIG. 1 is a diagram showing the system configuration of a drive system for railway vehicles according to Embodiment 1 of the present invention.
  • solid lines indicate power transmission paths
  • dotted lines with arrows indicate information transmission paths such as control signals and sensor values.
  • a railway vehicle drive system 100 is intended for a DC storage battery train that uses DC power from overhead lines in electrified sections and power from storage batteries in non-electrified sections. It consists of a system 120, a control device 130 and a cab 140, and receives DC power from a DC overhead wire 111 in an electrified section.
  • the DC train drive system 110 is a conventional DC train drive system for running in electrified sections of DC overhead wires.
  • a pantograph (Pan) 112 that connects or opens to an overhead wire high-speed circuit breaker (HB) 113 that opens the railroad vehicle drive system 100 at high speed in the event of an abnormality while running on overhead wire power, and a railroad vehicle drive at normal times.
  • a main circuit contactor (LB) 114 that controls the open/conducting state of the system 100, a reactor (FL) 115 that suppresses rapid current changes such as surges, and a three-phase alternating current that inputs DC power and drives a drive motor 118.
  • An inverter (INV) 116 that outputs electric power
  • a static inverter (SIV) 117 that inputs DC power and outputs AC and DC power for auxiliary equipment
  • an auxiliary equipment 117a (auxiliary equipment 1) driven by AC440V power
  • AC100V power Auxiliary device 117b (auxiliary device 2) to be driven
  • auxiliary device 117c auxiliary device 3 to be driven by DC 100V power
  • induction that inputs three-phase AC power of inverter 116, outputs power during power running, and outputs regenerative power during regeneration.
  • It has a ground point 119 (often grounded to the track via the wheels) that grounds the motor M118 and the N side of the drive system 100 for the rail vehicle.
  • the non-electrified section support system 120 is a system that is connected to the DC train drive system 110 in order for the railway vehicle drive system 100 to run in non-electrified sections, and is a storage battery system 121 that charges and discharges power from a storage battery. , a step-down DC/DC converter 122 for stepping down DC overhead wire power and supplying it to a storage battery system 121, and a battery high-speed circuit breaker (BTHB) 124 for opening the storage battery system 121 at high speed in the event of an abnormality.
  • BTHB battery high-speed circuit breaker
  • the overhead wire high-speed circuit breaker 113 and the storage battery high-speed circuit breaker 124 are in a conductive state when the railway vehicle drive system 100 is started, and are in an open state when the system is terminated. be.
  • the control device 130 is a device that controls the drive system 100 for railway vehicles, and based on information input from the DC train drive system 110, the non-electrified section support system 120, and the cab 140, the DC train drive system 110 and It controls each device of the non-electrified section support system 120 and outputs necessary information to the cab 140 .
  • the driver's cab 140 is an interface with the driver, receives information on the drive system 100 for railway vehicles, displays it to the driver, and transmits the driver's operation to the control device 130 .
  • the storage battery system 121 is a storage battery system whose system voltage can be changed by opening and closing a contactor, and has storage battery units 121a and 121b, a series contactor 121c, and parallel contactors 121d and 121e.
  • the storage battery units 121a and 121b have at least one storage battery cell, and the storage battery cells are connected in series and parallel.
  • a storage battery unit of a large storage battery system such as a railway system
  • a plurality of cells are electrically connected in series and parallel and have output terminals for external connection, and a controller board called a cell controller is installed.
  • a storage battery is included in a unit called a built-in storage battery module.
  • the voltage and charge capacity of the storage battery unit are determined by the number of series and parallel connections per cell. By increasing the number of cells connected in series inside the storage battery unit, the voltage of the storage battery unit can be increased, and by increasing the number of cells connected in parallel, the charge capacity of the storage battery unit can be increased.
  • Series contactor 121c and parallel contactors 121d and 121e are magnetic contactors similar to main circuit contactor 114 and battery system contactor 123, and typically move opposing two pole plates electromagnetically. By opening and closing the contact state, it is possible to remotely control the continuity (on state) and disconnection (off state) of the circuit.
  • the positive and negative electrodes of the storage battery units 121a and 121b are connected to each other via parallel contactors 121d and 121e, respectively.
  • the positive electrode and the negative electrode of each of the storage battery units 121a and 121b are connected via a series contactor 121c.
  • the unit to which the contactor 121c is connected is arranged on the low voltage side.
  • the two storage battery units 121a and 121b are in series.
  • the parallel contactors 121d and 121e are on, the two storage battery units 121a and 121b are in parallel.
  • the voltage in the series-connected state is twice that in the parallel-connected state.
  • Each storage battery unit has the same voltage when connected in parallel, but does not spontaneously reach the same voltage when connected in series, although the same current flows. If the units are connected in series while there is a voltage difference between them, a cross current will occur. Also, when the internal cell series-parallel in each storage battery unit matches, if the deterioration rate of the battery matches, ideally the voltage between each storage battery unit will be the same even if the series-parallel is switched.
  • FIG. 2 is a diagram showing a configuration example of a storage battery system having N storage battery units.
  • N BT1 to BTN
  • the step-down DC/DC converter 122 is a device that steps down and outputs an input DC voltage.
  • FIG. 3 is a diagram showing an example of the configuration of the step-down DC/DC converter 122.
  • the step-down DC/DC converter 122 shown in FIG. 3 comprises a switch element (SW1) 122a such as an FET, a diode (D1) 122b, a coil (FL1) 122c and a capacitor (C1) 122d.
  • the capacitor (C1) 122d is an element for flattening the ripple voltage and may not necessarily be required depending on the nature of the load. Note that the step-down DC/DC converter 122 is not limited to the configuration shown in FIG.
  • the step-down DC/DC converter 122 has external connection terminals P, N, and PLow. to step down the voltage and output.
  • the configuration of the step-down DC/DC converter 122 shown in FIG. It is sufficient to perform only charging.
  • the switch element (SW1) 122a When setting the output of the DC/DC converter 122 to 0, the switch element (SW1) 122a is brought into a non-conducting state.
  • Voltage conversion by a DC/DC converter uses the switching operation of a switch element to convert voltage, so it is generally more efficient than a method that uses a voltage drop due to a resistor, such as a linear regulator. Therefore, it is particularly used in applications that consume a large amount of electric power, such as railway vehicles.
  • the minimum configuration of a step-down DC/DC converter and the minimum configuration of a step-up DC/DC converter are different. It is larger and more expensive than a DC/DC converter having only a step-down configuration.
  • the battery system contactor (BPK) 123 controls the conduction (ON) or disconnection (OFF) state of the DC voltage of the storage battery system 121 to the DC train drive system 110 .
  • the battery system contactor 123 is kept open in order to avoid applying the overhead line voltage directly to the battery system 121 and to apply the voltage via the step-down DC/DC converter 122 .
  • the DC voltage of the storage battery system 121 is directly applied to the DC train drive system 110, so the storage battery system contactor 123 is in a conductive state.
  • the step-down DC/DC converter 122 opens the switch element 122a to be in an open state.
  • the storage battery high-speed circuit breaker 124 is a contactor for quickly disconnecting the storage battery system 121 from other circuits in an emergency.
  • FIG. 4 is a diagram showing the functional configuration of the control device 130 of the drive system 100 for railway vehicles according to the first embodiment.
  • the functional configuration shown in FIG. 4 is a configuration for control according to the present invention, and generally has other functions.
  • the control device 130 is composed of a storage battery state management section 131 , a vehicle control logic section 132 and a main circuit switching control section 133 .
  • the functions of the control device 130 include obtaining various operation commands and state information of various devices of the railway vehicle drive system 100 from the cab 140 or vehicle monitoring equipment (not shown), and controlling various devices of the railway vehicle drive system 100. In addition to controlling, it transmits to the cab 140 the cab display information to be recognized by the driver.
  • the storage battery state management unit 131 monitors the state of the storage battery system and performs state calculations, inputs information such as battery voltage, battery current, and battery temperature, and outputs the charging rate, allowable current, and battery usability determination of the storage battery system 121. do.
  • measured values of a sensor provided in the storage battery module may be transmitted from the cell controller, or the sensor may be externally attached to the storage battery module.
  • the charging rate is an index that indicates how much charge remains in the current storage battery relative to the charge capacity of the battery when it is fully charged. This charging rate is calculated from the integrated value of the current flowing through the battery and the voltage when the battery is not energized, called the open-circuit voltage.
  • the allowable power is the predicted value of the power that the battery can charge and discharge, and is generally the predicted value of the charging power that reaches the upper limit voltage in which the battery can be used or the discharge power that reaches the lower limit voltage in which the battery can be used.
  • This allowable power can be estimated as the cell power corresponding to the upper limit voltage or lower limit voltage after predicting the open circuit voltage from the charging rate of the battery and predicting the battery resistance from the charging rate and temperature.
  • Battery usability determination is a determination unit that determines whether the battery can be charged or discharged. By this determination, if the battery is higher than the high threshold value or lower than the low threshold value based on the temperature, charging rate, and voltage, use (charging/discharging) of the battery is stopped from the viewpoint of safety and deterioration suppression.
  • the above charging rate, allowable power, and determination of battery usability can be calculated in more subdivided units than in units of the entire battery system, which can improve the accuracy and safety of control.
  • the computation target is not limited to the entire system or the cell unit.
  • the vehicle control logic unit 132 calculates and controls the output of converters such as inverters and converters related to vehicle driving in the control device 130, and also detects an abnormal state and controls circuit breaking by a high-speed circuit breaker. Specifically, the vehicle control logic unit 132 obtains an operation command, an auxiliary device use command and an emergency stop command obtained from the cab 140, a charging rate obtained from the storage battery state management unit 131, an allowable electric power and a battery usability determination, and A high-speed circuit breaker switching signal and a step-down DC/DC for opening and closing the overhead wire high-speed circuit breaker 113 and the storage battery high-speed circuit breaker 124, respectively, using the pantograph status, contactor status, and vehicle status obtained from each device itself or from a measuring device (not shown) as input.
  • the vehicle state is general state information necessary for vehicle control. It is not particularly limited to these information.
  • the power consumption of various devices can be predicted based on the vehicle driving speed, acceleration/deceleration and other operation commands, auxiliary device use commands, and the like. are used to calculate the output command values for them.
  • the output command value of the step-down DC/DC converter 122, the output command value of the inverter 116, and the output command value of the static inverter 117 are generally square-wave PWM signals when the switching elements of each power converter are transistors.
  • This PWM signal outputs a gate voltage for opening or conducting the transistor by a gate drive device (not shown) built in each power converter.
  • Driver's cab display information is information that the driver should check for display, and includes the abnormal flags of various devices, the pantograph status, and the charging rate of the battery. However, it is not limited to these information.
  • an emergency stop command input from the driver's cab 140 or when the vehicle control logic unit 132 determines the state of various devices and detects an abnormality that requires circuit breaking the overhead line high-speed circuit breaker 113 and storage battery high-speed circuit breaker 124 are output.
  • the overhead wire high-speed circuit breaker 113 and the storage battery high-speed circuit breaker 124 are normally in a conducting state.
  • the main circuit switching control unit 133 controls the pantograph and contactor of the main circuit, and controls switching of the conduction path of the main circuit. Specifically, the main circuit switching control unit 133 receives a contactor opening/closing command, a pantograph up/down command, a pantograph state, and a contactor state obtained from the cab 140 as inputs, and receives a pantograph up/down signal for moving the pantograph 112 up and down, and various contact signals. output contactor switching signals for respectively opening and closing the contacts 114, 123, 121c, 121d and 121e.
  • FIG. 5 is a diagram showing an interlocking circuit of the series contactor 121c and the parallel contactors 121d and 121e according to the first embodiment.
  • the control device 130 has a soft safety structure that performs sequence control while monitoring the contactor state so that either the series contactor 121c and the parallel contactors 121d and 121e do not simultaneously become conductive.
  • a contactor generally has a contact that interlocks with the main circuit operation of the contactor and a coil that generates a magnetic field during contact operation and controls the switching state of other contactors.
  • the contactor control b-contact 121c1 of the series contactor 121c is a b-contact that reverses to the series contactor 121c and opens and closes when energized.
  • the contactor control coil 121c2 does not generate a magnetic field, and at this time the parallel contactors 121d and 121e are controlled by the signal of the controller 130.
  • the series contactor 121c When in the state, the series contactor 121c can assume the conductive state if the signal from the controller 130 is a command to conduct. That is, the conductive state and open state of the series contactor 121c and the parallel contactors 121d and 121e are mutually exclusive.
  • FIG. 6 is a diagram showing a control table of the railway vehicle drive system 100 according to the first embodiment. For each condition, control actions are performed to operate the pantographs, contactors, converters and inverters. The charge/discharge state of the storage battery is passively determined by these operations. Also, the overall control conditions are determined by the electrified/non-electrified section, the chargeable state, and the operating state.
  • the operation of the pantograph and contactor is determined by the electrified/non-electrified section, and switches to a circuit configuration that receives overhead line power in the electrified section, and switches to a circuit configuration that can run on the power of the storage battery system 121 in the non-electrified section.
  • the driver's operation may be performed via the cab 140, or the control device 130 may automatically perform the operation.
  • the chargeable state indicates whether the battery is fully charged or not fully charged. In the fully charged state, further charging should be avoided. continue.
  • the operating state refers to the operating state of the induction motor 118 of the railway vehicle, including a power running state in which the vehicle speed is increased by the output torque of the induction motor 118, a coasting or stopped state in which the vehicle is neither accelerated nor decelerated by the induction motor 118, and a vehicle. is classified into a regeneration state in which the induction motor 118 generates power while decelerating.
  • FIG. 7 is a circuit diagram 100a in an electrified section of the railway vehicle drive system 100 according to the first embodiment.
  • the circuit state is the same as that of the circuit diagram 100a shown in FIG.
  • solid lines indicate conductive portions of the circuit
  • dotted lines indicate open portions of the circuit.
  • a drive system 100 for a railroad vehicle supplies DC power from overhead wires 111 to an inverter 116 and a static inverter 117, and at the same time, steps down a voltage with a step-down DC/DC converter 122, and stores a storage battery whose voltage has decreased in a parallel state.
  • the pantograph 112 is raised (on) to receive power from the overhead line.
  • the main circuit contactor 114 is on the required path and should be conductive (on). If the battery system contactor 123 is electrically connected, the overhead wire voltage is directly applied to the battery system 121, and the charging speed and the charging ultimate voltage cannot be controlled, so the battery system contactor 123 is in an open (off) state. Since the storage battery system 121 has a lower voltage than the overhead wire 111, the series contactor 121C is opened (OFF) and the parallel contactors 121d and 121e are brought into conduction (ON).
  • No. 1 is an electrified section, the battery is not fully charged, and the operating state is the power running state.
  • the railway vehicle drive system 100 powers the induction motor 118 with overhead power, and charges the storage battery system 121 in parallel via the step-down DC/DC converter 122 . Therefore, the inverter 116 is turned on to supply three-phase AC power for driving the induction motor 118, and the step-down DC/DC converter 122 is turned on to output DC charging power to the battery.
  • No. 2 is an electrified section, the battery is in a fully charged state, and the operating state is a power running state.
  • the railroad vehicle drive system 100 powers the induction motor 118 with overhead power and does not charge or discharge the storage battery system 121 . Therefore, inverter 116 is turned on to supply three-phase AC power for powering induction motor 118, and step-down DC/DC converter 122 is turned off.
  • No. 3 is an electrified section, the battery is not fully charged, and the driving state is coasting or stopped. At this time, the drive system 100 of the railway Vehicle Agency does not operate the induction motor 118 and charges the storage battery system 121 . Therefore, the inverter 116 is turned off and the step-down DC/DC converter 122 is turned on to output DC charging power to the battery.
  • No. 4 is an electrified section, the battery is fully charged, and the driving state is coasting or stopped. At this time, the railway vehicle drive system 100 does not operate the induction motor 118 and the storage battery system 121 does not charge or discharge. Therefore, the inverter 116 is turned off and the step-down DC/DC converter 122 is turned off.
  • No. 5 is an electrified section, the battery is not fully charged, and the operating state is regeneration. At this time, the railway vehicle drive system 100 regenerates the induction motor 118 and charges the storage battery system 121 in parallel. Therefore, inverter 116 is turned on to obtain three-phase AC power by regeneration from induction motor 118 and convert it into DC power, and step-down DC/DC converter 122 is turned on to output DC charging power to the battery.
  • No. 6 is an electrified section, the battery is fully charged, and the operating state is regeneration. At this time, the railway vehicle drive system 100 regenerates the induction motor 118 and does not charge or discharge the storage battery system 121 . Therefore, the inverter 116 is turned on, the regenerated three-phase AC power is obtained from the induction motor 118 and converted into DC power, and the step-down DC/DC converter 122 is turned off. The regenerated power is consumed by the static inverter 117 and sent to the overhead line 111 .
  • FIG. 8 is a circuit diagram 100b in a non-electrified section of the railway vehicle drive system 100 according to the first embodiment.
  • the circuit state is the same as that of the circuit diagram 100b shown in FIG.
  • solid lines indicate conductive portions of the circuit
  • dotted lines indicate open portions of the circuit.
  • the railway vehicle drive system 100 puts the storage battery system 121 in series, increases the voltage to near the overhead line voltage, and supplies the voltage to the inverter 116 and the static inverter 117 .
  • the storage battery system 121 is charged with the DC power output from the inverter 116 .
  • the pantograph 112 is lowered (OFF) to separate from the overhead wire.
  • the main circuit contactor 114 is on the required path and should be conductive (on).
  • the battery system contactor 123 is on the required path and is turned on.
  • the series contactor 121C is brought into a conducting (ON) state and the parallel contactors 121d and 121e are brought into an open (OFF) state.
  • the step-down DC/DC converter 122 is cut off by opening the switch element 122a without placing a contactor between the storage battery high-speed circuit breaker 124 and the step-down DC/DC converter 122.
  • the static inverter 117 satisfies condition no. Always working from 7 to 12.
  • the step-down DC/DC converter 122 has a condition No. 7 to 12 are always off, and are in a current blocking state.
  • No. 7 is a non-electrified section, the battery is not fully charged, and the operating state is the power running state.
  • the railway vehicle drive system 100 powers the induction motor 118 with the storage battery power, and the storage battery system 121 discharges in series. Therefore, inverter 116 is turned on to supply three-phase AC power for powering induction motor 118 .
  • No. 8 is a non-electrified section, the battery is fully charged, and the operating state is the power running state. At this time, the operation of the drive system 100 for railway vehicles is No. equal to seven.
  • No. 9 is a non-electrified section, the battery is not fully charged, and the vehicle is coasting or stopped. At this time, the railroad vehicle drive system 100 does not operate the induction motor 118, and the storage battery system 121 discharges in series. Therefore, inverter 116 is turned off.
  • No. 10 is a non-electrified section, the battery is fully charged, and the driving state is coasting or stopped. At this time, the operation of the drive system 100 for railway vehicles is No. equal to nine.
  • No. 11 is a non-electrified section, the battery is not fully charged, and the operating state is the regenerative state.
  • the railway vehicle drive system 100 regenerates the induction motor 118 and charges the storage battery system 121 in series. Therefore, the inverter 116 is turned on to obtain three-phase AC power by regeneration from the induction motor 118 and convert it into DC power.
  • No. 12 is a non-electrified section, the battery is fully charged, and the operating state is the regenerative state. At this time, since the storage battery system that receives the regenerated power cannot be charged, the railroad vehicle drive system 100 operates the brakes of the vehicle not by regenerative operation of the induction motor 118 but by air brakes (not shown). different types of brakes. Battery system 121 discharges in series for operation of static inverter 117 .
  • the railway vehicle drive system 100 can perform power running, coasting or stopping, and regenerative operation in electrified and non-electrified sections according to the chargeable state of the storage battery system 121. .
  • FIG. 9 is a diagram showing, in tabular form, a sequence when the railway vehicle drive system 100 according to the first embodiment switches the circuit state from an electrified section to a non-electrified section.
  • the subject of action in each step constituting the sequence is the control device 130, the notation of the subject of action will be omitted below.
  • Step 1 is a switching start state step. Vehicles must be on the electrified section at the start of switching. At this time, the circuit state of the railway vehicle drive system 100 is No. 1 shown in FIG. 4.
  • Step 2 the static inverter 117 is turned off.
  • the control device 130, each pantograph and contactor can be operated by a storage battery for control equipment (not shown).
  • Step 3 the pantograph 112 is turned off (lowered) to disconnect the railway vehicle drive system 100 from the DC overhead wire 111 .
  • Step 4 the main circuit contactor 114 is turned off.
  • Step 5 the parallel contactors 121d and 121e are turned off to separate the storage battery units.
  • Step 6 the series contactor 121c is turned on to connect the storage battery units in series.
  • Step 7 the storage battery system contactor 123 is turned on to pull the voltage of the storage battery system 121 to the main circuit contactor 114 .
  • Step 8 the storage battery system 121 is turned on and the voltage of the storage battery system 121 is applied to the DC train drive system 110 .
  • Step 9 the static inverter 117 is turned on to complete switching.
  • the circuit state of the railway vehicle drive system 100 is No. 1 shown in FIG. Identical to 10.
  • FIG. 10 is a diagram showing, in tabular form, a sequence when the railway vehicle drive system 100 according to the first embodiment switches the circuit state from a non-electrified section to an electrified section.
  • the subject of action in each step constituting the sequence is the control device 130, the notation of the subject of action will be omitted below.
  • Step 1 is a switching start state step. Vehicles must be on the electrified section at the start of switching. At this time, the circuit state of the railway vehicle drive system 100 is No. 1 shown in FIG. Identical to 10.
  • Step 2 the static inverter 117 is turned off. At this point, the power supply for auxiliary devices is cut off, but the control device 130, pantographs and contactors can be operated by a storage battery for control devices (not shown).
  • Step 3 the storage battery system contactor 123 is turned off to cut off the voltage of the storage battery system 121 from the DC train drive system 110 .
  • Step 4 the main circuit contactor 114 is turned off.
  • Step 5 the series contactor 121c is turned off to separate the storage battery units.
  • Step 6 the parallel contactors 121d and 121e are turned on to connect the storage battery units in parallel.
  • Step 7 the pantograph 112 is turned on (raised), and the railway vehicle drive system 100 is connected to the DC overhead wire 111 .
  • Step 8 the main circuit contactor 114 is turned on to connect the railway vehicle drive system 100 to the DC overhead wire 111 .
  • Step 9 the static inverter 117 is operated to complete switching.
  • the circuit state of the railway vehicle drive system 100 is No. 1 shown in FIG. 5.
  • FIG. 11 is a diagram showing the simplest voltage equivalent circuit 400 of the storage battery system. Any storage battery system can be represented by the voltage equivalent circuit 400 regardless of the number of series and parallel connections of internal storage battery cells.
  • Voltage equivalent circuit 400 has a composite ideal battery 401 and a composite battery resistance 402 .
  • the synthetic ideal battery 401 has an open-circuit voltage OCV and a charge capacity Q corresponding to the number of internal battery series.
  • the open-circuit voltage OCV is the voltage when no current flows through the storage battery and is a function of the state of charge SOC of the synthetic ideal battery.
  • the charging rate SOC is an index indicating the ratio of the charge remaining in the battery to the charge capacity, and can be defined by the following (Equation 1), assuming that the SOC at the start of battery use is SOC0.
  • the combined battery resistance R is a combined resistance that combines the cell internal resistance and the wiring resistance inside the storage battery system, and is a value that corresponds to the series-parallel configuration of the cells. Also, the combined battery resistance R is generally a complicated function that depends on the battery temperature, battery charging rate, current value, energization time, etc., but will not be discussed here.
  • the closed circuit voltage CCV which is the voltage between the terminals of the storage battery system, is obtained by using the open-circuit voltage OCV, the state of charge SOC, the combined battery resistance R, and the current I (positive for charging and negative for discharging), using the following (Equation 2): can be defined.
  • Equation 2 there are the following two facts related to the first embodiment indicated by (Equation 2).
  • FIG. 12 is a diagram showing a voltage relationship for showing the effect of Example 1.
  • FIG. Each bar graph shows, from the left, overhead line voltage 201, voltage 202 of the storage battery system at 2-series, 1-parallel, and voltage 203 of the storage battery system at 1-series, 2-parallel.
  • the voltage of the storage battery system shown in FIG. 12 is the closed circuit voltage.
  • the overhead line voltage 201 does not always operate at the rated voltage Vpan,rated, and the minimum voltage Vpan,min according to the power supply and demand balance such as the power supply of the substation connected by the overhead line and the powering or regenerative status of other vehicles. , up to a maximum voltage Vpan,max.
  • the storage battery unit does not always operate at the rated voltage Vuni,rated, and fluctuates between the minimum voltage Vuni,min and the maximum voltage Vuni,max.
  • the rated voltage Vuni,rated of the storage battery is the open circuit voltage at the charging target charging rate of the storage battery.
  • Vuni,min and Vuni,max are the minimum closed circuit voltage and the maximum closed circuit voltage in consideration of the safety and life of the storage battery system, and substantially match the open circuit voltages at the minimum and maximum charging rates.
  • the voltage of the storage battery system has the voltage 203 of the storage battery system in 1-series, 2-parallel time, so the voltage of the storage battery system 121 is the same as the voltage of the storage battery unit, the rated voltage Vuni,rated, and the minimum voltage Vuni , min to the maximum voltage Vuni,max.
  • the important point here is that the maximum voltage Vuni,max of the voltage 203 of the storage battery system during 1-series and 2-parallel times falls below the minimum value Vpan,min of the overhead line voltage 201, as shown in (Equation 3). be.
  • the railroad vehicle drive system 100 can reduce the voltage of the DC overhead wire 111 only by stepping down the voltage of the DC overhead wire 111 with the step-down DC/DC converter 122. Even if the voltage fluctuates, it is possible to charge the storage battery system 121 to any voltage from the maximum charging rate to the minimum charging rate.
  • the step-down DC/DC converter 122 does not need to be a step-up/step-down DC/DC converter, the circuit can be simplified, and the power conversion efficiency can be improved.
  • the storage battery system will operate up to the charging rate of the open-circuit voltage corresponding to the fluctuating pantograph voltage. is rechargeable,
  • the voltage of the storage battery system in the non-electrified section has the voltage 202 of the storage battery system at the time of 2-series, 1-parallel
  • the voltage of the storage battery system 121 is twice the voltage of the storage battery unit, and the rated voltage is 2Vuni,rated. , it fluctuates from a minimum voltage of 2Vuni,min to a maximum voltage of 2Vuni,max.
  • the inverter 116 and the static inverter 117 are designed to maximize the power conversion efficiency at the rated value Vpan,rated of the overhead line voltage 201, but they also operate within the normally fluctuating overhead line voltage. Therefore, the voltage 202 of the storage battery system at 2-series/1-parallel time defined by (Equation 2) is such that the closed-circuit voltage CCV defined by (Equation 5) is approximately between the minimum voltage Vpan,min and the maximum voltage Vpan,max. It should be in between.
  • the storage battery system 121 can operate the inverter 116 and the static inverter 117 with its own DC voltage without transformation. can be improved.
  • FIG. 13 is a diagram showing a configuration in which the DC train drive system 110 in the railway vehicle drive system 100 shown in FIG. 1 is replaced with an AC train drive system 110'.
  • the AC train drive system 110' is a conventional AC train drive system for running on electrified sections of AC overhead lines.
  • a railroad vehicle drive system 100 connects to an AC overhead wire 111' via a pantograph 112 to receive AC power.
  • the AC power passes through the overhead line high-speed circuit breaker 113 and is AC-transformed via the transformer 160 , and the AC/DC converter 150 converts the AC power into DC power.
  • AC/DC converter 150 outputs a constant DC voltage that is unaffected by fluctuations in overhead lines, but output is at the optimum operating point voltage of inverter 116 and static inverter 117 .
  • the open-circuit voltage of the storage battery system 121 is desirably higher than the optimum operating point voltage of the inverter, etc., taking into consideration the voltage drop shown in (Equation 2).
  • the charging control of the storage battery is a step-up/step-down DC/DC converter that can continuously control the output voltage of the AC/DC converter 150 from a low voltage to a high voltage.
  • a DC converter is required.
  • the present invention is not intended only for the railroad vehicle drive system of the DC overhead wire, but also has the same effect for the railroad vehicle drive system of the AC overhead wire.
  • FIG. FIG. 14 is a diagram showing a configuration in which the DC train drive system 110 in the railway vehicle drive system 100 shown in FIG. 1 is replaced with an electric diesel train drive system 110''.
  • the electric diesel train drive system 110'' is a conventional drive system for running on non-electrified sections.
  • a drive system 100 for a railway vehicle rotates a generator 180 with torque generated by an engine 170 to generate three-phase AC power.
  • AC power is converted to DC power by AC/DC converter 150 .
  • the configuration of the electric diesel train drive system 110 ′′ after conversion to DC power is the same as the DC electric train drive system 110 .
  • Such a vehicle that combines an electric diesel railcar with a storage battery is called a "hybrid diesel railcar.”
  • the configuration of the "engine 170 + generator 180 + AC/DC converter 150" of the electric railcar drive system 110'' shown in Fig. 14 may be replaced with a fuel cell to replace the DC train drive system 110. It is possible.
  • the advantage of applying the present invention to the electric diesel train shown in FIG. 14 is that, like the application to the AC electric train shown in FIG. Charging can be controlled only by the DC/DC converter 122, and the circuit can be simplified. In this way, the present invention has the same effect on a railway vehicle drive system for an electric diesel car.
  • the generator 180 and the engine 170 of the electric railcar drive system shown in FIG. 14 may be connected in parallel with the AC/DC converter 150 to the railroad car drive system for AC trains shown in FIG.
  • the main circuit configuration is such that it can be driven as an AC train, driven as an electric diesel train, and driven as a storage battery train.
  • the step-down DC/DC converter 122 has a configuration that allows only a unidirectional step-down current to flow as shown in FIG.
  • a bidirectional step-down DC/DC converter 122x that allows bidirectional current flow may also be used.
  • FIG. 15 is a diagram showing the circuit configuration of the bidirectional step-down DC/DC converter 122x according to the first embodiment.
  • the bidirectional step-down DC/DC converter 122x has a semiconductor switch (SW2) 122e, a diode (D2) 122f, a capacitor (C2) 122g and a converter contactor ( CK) 122h is added.
  • the capacitor 122g is an element for flattening the ripple voltage and may not necessarily be required depending on the nature of the load.
  • the bidirectional step-down DC/DC converter 122x not only charges the storage battery system 121 (current is input from the P terminal and current is output from the PLow terminal), but also discharges (from the P terminal). A current can also flow in the direction in which the current is output and the current is input from the PLow terminal. However, in this case, since the magnitude relationship of the voltage that the voltage of the PLow terminal is lower than that of the P terminal does not change, the voltage cannot be boosted.
  • the storage battery system 121 remains in the series state, the storage battery system contactor 123 is opened, the voltage of the low-voltage storage battery system 121 is boosted using the bidirectional step-down DC/DC converter 122x, and the DC train drive system 110 can be activated.
  • the series contactor 121c and the storage battery system contactor 123 are opened,
  • the bidirectional step-down DC/DC converter 122x is used to step up the voltage of the low-voltage storage battery system 121, so that the DC train drive system 110 can be operated.
  • the storage battery unit 121a or 121b becomes unusable in a non-electrified section, there is an effect that it is possible to travel where normally one storage battery unit alone cannot travel.
  • the storage battery unit 121b fails, the series contactor 121c and the parallel contactor 121d are opened, the parallel contactor 121e is made conductive, and the storage battery system 121 uses only the storage battery unit 121a.
  • the bidirectional step-down DC/DC converter 122x is used to step up the voltage of the low-voltage storage battery system 121, so that the DC train drive system 110 can be operated.
  • the bidirectional step-down DC/DC converter 122x cannot cut off when the PLoW terminal side has a higher voltage than the P terminal due to the existence of the diode 122f. Therefore, the bidirectional step-down DC/DC converter 122x has a converter contactor 122h.
  • the converter contactor 122h conducts to operate the bidirectional step-down DC/DC converter 122x in the circuit configuration of the electrified section shown in FIG. 7, but opens to operate the bidirectional step-down DC /DC converter 122x is cut off.
  • the converter contactor 122 h always performs the opening and closing operation opposite to that of the battery system contactor 123 .
  • the storage battery system 121 is switched to the low voltage state circuit shown in FIG. 7 in the electrified section, and by lowering the maximum voltage of the storage battery system shown in FIG. It is possible to charge using only the 122 step-down operation.
  • the storage battery system 121 is switched to a circuit in a high voltage state in an electrified section, and the lowest voltage of the storage battery system is made higher than the highest voltage of the overhead line, so that only the boosting operation of the boost DC/DC converter is performed. can be charged using
  • FIG. 16 is a diagram showing the system configuration of a drive system 100' for a boost charging railway vehicle according to Embodiment 2 of the present invention.
  • the step-up charging type railway vehicle drive system 100′ has a configuration in which the step-down DC/DC converter 122 of the railway vehicle drive system 100 according to the first embodiment shown in FIG. 1 is replaced with a step-up DC/DC converter 122y. are otherwise identical.
  • the storage battery units 121a and 121b have a voltage equivalent to the DC overhead wire 111 as the voltage of the storage battery system 121 when connected in series, but in the second embodiment, each storage battery unit has a voltage equivalent to the DC overhead wire 111. .
  • the step-up DC/DC converter 122y is a device that converts input DC power into high DC voltage power and outputs it.
  • the step-down DC/DC converter 122 has external connection terminals P, N, and PHigh, and boosts the DC voltage between PN and outputs it between PHigh and N.
  • the internal circuitry of the step-up DC/DC converter 122y is different from that of the step-down DC/DC converter 122, but it is not the essence of the present invention and will not be described in detail.
  • FIG. 17 is a diagram showing a control table of the drive system 100' for boost charging type railway vehicle according to the second embodiment. Since the configuration of the control device 130 is the same as that of the first embodiment, the description thereof will be omitted.
  • the operation of the pantograph and the contactor is determined by the electrified/non-electrified section, and in the electrified section, the circuit configuration is switched to receive overhead line power, and in the non-electrified section, the circuit configuration is switched to the one that can run on the power of the storage battery system 121.
  • Example 2 shown in FIG. 17 is the same as the control table of Example 1 shown in FIG. .
  • FIG. 18 is a circuit diagram 100'a in an electrified section of the drive system 100' for a boost charging type railway vehicle according to the second embodiment.
  • the circuit state is the same as the circuit diagram 100'a shown in FIG.
  • solid lines indicate conductive portions of the circuit
  • dotted lines indicate open portions of the circuit.
  • connection mode will be as follows.
  • the DC power of the overhead wire 111 is supplied to the inverter 116 and the static inverter 117, and is stepped up by the step-up DC/DC converter 122y, so that the storage battery with the increased voltage is connected in series.
  • the pantograph 112 is raised (on) to receive power from the overhead line.
  • the main circuit contactor 114 is on the required path and should be conductive (on). If the battery system contactor 123 is electrically connected, the overhead wire voltage is directly applied to the battery system 121, and the charging speed and the charging ultimate voltage cannot be controlled, so the battery system contactor 123 is in an open (off) state.
  • the series contactor 121C is brought into a conductive (ON) state and the parallel contactors 121d and 121e are brought into an open (OFF) state.
  • FIG. 19 is a circuit diagram 100'b in a non-electrified section of the drive system 100' for boost charging type railway vehicle according to the second embodiment.
  • the circuit state is the same as that of the circuit diagram 100'b shown in FIG.
  • solid lines indicate conductive portions of the circuit
  • dotted lines indicate open portions of the circuit.
  • connection mode is as follows.
  • the drive system 100' for a boost charging type railway vehicle puts the storage battery system 121 in a parallel state, reduces the voltage to near the overhead line voltage, and supplies it to the inverter 116 and the static inverter 117. During regeneration, the inverter The DC power output from 116 is charged in the storage battery system 121 .
  • the pantograph 112 is lowered (OFF) to disconnect from the overhead wire.
  • the main circuit contactor 114 is on the required path and should be conductive (on).
  • the battery system contactor 123 is on the required path and is turned on.
  • the series contactor 121C is opened (OFF) and the parallel contactors 121d and 121e are brought into conduction (ON).
  • the boost DC/DC converter 122y is in an open state due to the opening of the internal switching element or the converter contactor.
  • FIG. 20 is a diagram showing voltage relationships for demonstrating the effects of the second embodiment.
  • Each bar graph shows, from the left, overhead line voltage 201, voltage 202 of the storage battery system at 2-series, 1-parallel, and voltage 203 of the storage battery system at 1-series, 2-parallel.
  • the voltage of the storage battery system shown in FIG. 20 is the closed circuit voltage.
  • the voltage of the storage battery system has the voltage 202 of the storage battery system at 2-series, 1-parallel time, so the voltage of the storage battery system 121 is the same as twice the voltage of the storage battery unit, and the rated voltage is 2Vuni,rated. It fluctuates from a minimum voltage of 2Vuni,min to a maximum voltage of 2Vuni,max.
  • the important point here is that the minimum voltage 2Vuni,min of the voltage 202 of the storage battery system in the 2-series, 1-parallel time exceeds the maximum value Vpan,mxn of the overhead wire voltage 201, as shown in (Equation 6). be.
  • the drive system 100′ for a boost charging type railway vehicle only boosts the voltage of the DC overhead wire 111 by the boost DC/DC converter 122y. Even if the voltage of the overhead line 111 fluctuates, it is possible to charge the storage battery system 121 to any voltage from the maximum charging rate to the minimum charging rate.
  • the voltage of the storage battery system has the voltage 203 of the storage battery system in the 1st, 2nd, and 2nd parallel time. It fluctuates from the voltage Vuni,min to the maximum voltage Vuni,max.
  • the inverter 116 and the static inverter 117 are designed to maximize the power conversion efficiency at the rated value Vpan,rated of the overhead line voltage 201, but they also operate within the normally fluctuating overhead line voltage. Therefore, the voltage 203 of the storage battery system at 1-series and 2-parallel times defined by (Equation 2) is similar to the first embodiment when the closed circuit voltage CCV defined by (Equation 5) is approximately the minimum voltage Vpan,min to the maximum voltage Vpan,max.
  • the storage battery system 121 can operate the inverter 116 and the static inverter 117 with its own DC voltage without transformation. can be improved.
  • FIG. 21 is a diagram showing a comparison of the current and voltage of the storage battery system 121 in Examples 1 and 2.
  • the driving voltage of the DC train drive system 110 is V
  • Example 1 and Example 2 when the input/output power of the storage battery system 121 is the same and the total number of storage battery cells included in the storage battery system 121 is the same, the voltage and current value of each cell are the same. However, even when the voltage value and the current value of the storage battery system 121 are different, there are suitable applications.
  • the storage battery system 121 directly operates the DC train drive system 110 without transformation, so it outputs voltage V and current I, respectively.
  • Example 1 since two storage battery units are connected in series and in parallel, a voltage of V/2 and a current of I flow through each unit.
  • Example 2 since two storage battery units are connected in series and in parallel, a voltage of V and a current of I/2 flow through each unit.
  • the storage battery system 121 transforms and charges the DC train drive system 110 .
  • the storage battery system 121 connects the storage battery units in 1-series and 2-parallel, so that the voltage is stepped down and charged with a voltage of V/2 and a current of 2I. flows.
  • the storage battery system 121 is boosted by connecting the storage battery units in series and in parallel, and is charged with a voltage of 2 V and a current of I/2. of current flows.
  • the first embodiment is selected when it is desired to lower the dielectric strength required for the storage battery system 121 and the DC/DC converter 122, and the external connection of the storage battery system 121 is selected. If it is desired to reduce the current of the part or the DC/DC converter 122, the second embodiment is selected.
  • the drive system 100' for a boost charging type railway vehicle can also be applied to the AC train system shown in FIG. 13 and the electric railcar drive system shown in FIG. replaces each step-down DC/DC converter 122 with a step-up DC/DC converter 122y.
  • the two storage battery units 1 (hereinafter abbreviated as “BT1”) 121a and the storage battery unit 2 (hereinafter abbreviated as “BT2”) 121b of the storage battery system 121 have the same internal structure.
  • BT1 the two storage battery units 1
  • BT2 the storage battery unit 2
  • the third embodiment is intended for general cases in which the internal configurations of the storage battery units are different.
  • the number of storage battery units is two in the third embodiment, the number of storage battery units is not limited to this, and the number of storage battery units may be any number of two or more as in the configuration shown in FIG.
  • FIG. 22 is a diagram showing a cross current when power supplies are connected in parallel.
  • the cross current calculated by (Equation 8) is, for example, a large current of several hundred amperes even if two storage battery cells are connected with a difference of 1 V because the internal resistance value of a normal storage battery cell is several milliohms. value and poses a safety hazard to the battery. Therefore, it is necessary to keep the cross current below the allowable value of the battery.
  • FIG. 23 is a diagram showing storage battery units with different internal states in relation to the third embodiment.
  • the storage battery cell 121a1 on the BT1 side has a cell voltage Vc1 and a cell charge capacity Qc1
  • the storage battery cell 121b1 on the BT2 side has a cell voltage Vc2 and a cell charge capacity Qc2.
  • BT1 is a connection configuration in which the storage battery cells 121a1 are S1 straight and P1 parallel
  • BT2 is a connection configuration in which the storage battery cells 121b1 are S2 straight and P2 parallel. Therefore, the unit voltage Vu1 and unit charge capacity Qu1 of BT1, and the unit voltage Vu2 and unit charge capacity Qu2 of BT2 are defined by the following (equation 9).
  • the storage battery cell 121a1 and the storage battery cell 121b1 have a series switching point 304 of a parallel switching point 303, which will be described later, cells having different SOC-OCV curves are required. Additionally, the charging rates of cells inside BT1 and inside BT2 may be varied.
  • BT1 and BT2 shown in FIG. 23 use different cells and have different hardware structures of the units, so generally they have different breakdown voltages Viso,1 and Viso,2, respectively.
  • FIG. 8 when BT1 and BT2 are connected in series, BT1 has a higher potential than the ground point 119. Therefore, by using a storage battery unit with a high withstand voltage for BT1, the entire storage battery system can be isolated. Withstand pressure can be improved.
  • FIG. 24 is a diagram showing a graph of OCV-integrated current-SOC regarding parallel switching control in the low voltage charging configuration in the third embodiment.
  • the low-voltage charging configuration is, like the first embodiment, a configuration in which the voltage of the storage battery system 121 is lowered and charged in an electrified section.
  • the vertical axis represents the open-circuit voltage OCV of each unit
  • the lower horizontal axis represents the integrated current value ⁇ Idt starting at the moment when the 2-in-1 parallel configuration was switched from the 1-in-2 parallel configuration
  • the upper The horizontal axis indicates the charging rate SOC1 of BT1 and the charging rate SOC2 of BT2.
  • the curve 301 (solid line curve) of BT1 and the curve 302 (broken line curve) of BT2 are different.
  • the mode of each storage battery unit BT1 and BT2 follows the graph shown in FIG. Due to the relationship between OCV and integrated current, the curve 301 of BT1 and the curve 302 of BT2 must intersect at least two points, and have a parallel switching point 303 and a series switching point 304 as the intersections.
  • the voltage adjustment of the crossing point OCVmin is possible within a certain range by selecting the cell type of BT1 and BT2, selecting the number of series-parallel cells, and selecting the SOC.
  • the storage battery system 121 makes 2OCVmin the minimum voltage as the series voltage when the non-electrified section is connected in series. This is because when the storage battery system 121 is charged/discharged and the voltage is adjusted to the voltage of the parallel switching point 303, the charged power can only be regenerated in the non-electrified section, and the voltage may not be adjusted in the charging direction.
  • the discharging direction it is possible to reach the voltage of the parallel switching point 303 only by discharging from any charging state by using the load inside the vehicle. Since the SOC-OCV curves are generally different between BT1 and BT2, the charging rate SOCmin,1 of BT1 and the charging rate SOCmin,2 of BT2 at OCVmin are generally different.
  • BT1 and BT2 are charged in parallel from the voltage at the parallel switching point 303. At this time, BT1 and BT2 are in parallel, the CCV is always the same voltage, and even if the OCV temporarily disagrees according to (Equation 2), the charging current I is suppressed by constant voltage charging.
  • the OCVs of BT1 and BT2 automatically match.
  • the integrated current value ⁇ Idt flowing through BT1 and BT2 is determined by the charge capacities Q_u1 and Q_u2 of BT1 and BT2 and the SOC-OCV curves of BT1 and BT2, and generally does not match. Therefore, charging stops at series switch point 304, which is the second intersection of the OCV-accumulated current curves of BT1 and BT2.
  • the integrated current amount from the parallel switching point 303 to the series switching point 304 is ⁇ Q. If the series switching of the circuit is performed other than the series switching point 304, the integrated amount of current flowing through the two units BT1 and BT2 will generally not match.
  • the storage battery system 121 switches the circuit in series. After switching, while repeating discharging and regenerative charging in the non-electrified section, the storage battery unit discharges again to the parallel switching point 303 by the integrated current amount - ⁇ Q. During this time, the same current value flows through BT1 and BT2 connected in series. Therefore, if switching to series is performed at a point other than the series switching point 304, the integrated current amount of each unit from charging to discharging does not match, and it is impossible to return to the parallel switching point 303. , should be implemented at the series switch point 304 .
  • FIG. 25 is a diagram showing the functional configuration of the control device 130 according to the third embodiment. Most of the configuration is the same as that of the control device 130 according to the first embodiment.
  • the control device 130 according to the third embodiment has a switching determination section 134 .
  • the switching determination unit 134 receives the charging rate of each storage battery unit output by the storage battery state management unit 131 as an input, and outputs a determination result as to whether or not switching is possible to the main circuit switching control unit 133 and the vehicle control logic unit 132 . For this determination, the charging rate information of BT1 and BT2 output by the storage battery state management unit 131 is used. Generally, there is a one-to-one correspondence between the charging rate and the open-circuit voltage of a storage battery.
  • the main circuit switching control unit 133 in the third embodiment not only the command state of the contactor open/close command and the pantograph up/down command, but also the determination of whether or not the switching is possible is used, and only while the switching is possible, the series-parallel operation is performed according to the command. Carry out the switch.
  • the determination of whether switching is possible, the contactor open/close command, and the pantograph up/down command are input, and when the switching is not possible, the open voltage states of BT1 and BT2 of the storage battery system 121 can be switched. Charge and discharge.
  • the vehicle control logic unit 132 adjusts the output value of the inverter 116 or the static inverter 117, supplies power to a load (not shown), and discharges the storage battery system 121 until the state of the parallel switching point 303 is reached.
  • vehicle control adjusts the output value of the step-down DC/DC converter 122 and charges the storage battery system 121 until the state of the series switching point 304 is reached.
  • the third embodiment has been described based on the first embodiment in which the cells are charged in parallel with the external power source, but the basic configuration is the same in the second embodiment in which the cells are charged in series with the external power source. At this time, the parallel switching point 303 and the serial switching point 304 shown in FIG. 24 are reversed. The effect of the third embodiment is that it is possible to switch between series and parallel with storage battery units having different configurations.
  • Example 3 the cross current is suppressed by implementing parallel switching of the storage battery system 121 at the point where the open-circuit voltages of the storage battery units match. Strictly speaking, however, it is difficult for this control to match the open-circuit voltages of the storage battery units, and a constant cross current occurs.
  • the storage battery system 121 has a cross current suppression circuit.
  • FIG. 26 is a diagram showing a storage battery system 121' having a cross current suppression circuit according to the fourth embodiment.
  • the storage battery system 121' has a cross current suppression resistor (Rcro) 121g and a cross current resistance contactor (BK4) 121f.
  • the cross-flow resistance contactor 121f shown in FIG. 26 is arranged on the positive electrode side, it may be arranged on the negative electrode side.
  • a railroad vehicle drive system 100 according to the fourth embodiment has the same configuration as that of the first embodiment except for the storage battery system 121'.
  • the cross current suppression resistor 121g is a resistor having a resistance value Rcro.
  • the cross current resistance contactor (BK4) 121f of the storage battery system 121' and the parallel contactor (BK3) 121e on the negative electrode side are in a conductive (on) state, and the series contactor (BK1 ) 121c and the parallel contactor (BK2) 121d on the positive electrode side are open (off).
  • the cross current I_cro flowing through each of the storage battery units BT1 and BT2 is calculated by the following (Equation 10) using the voltage difference ⁇ V between the units, the combined resistance Rpar other than the cross current suppressing resistance, and the cross current suppressing resistance Rcro.
  • the cross current I_cro is suppressed more than in the direct parallel connection of (Equation 9).
  • I_cro ⁇ V/(R_par+R_cro) (Formula 10)
  • the cross current suppressing resistor 121g may be a fixed resistor, but a remotely controllable variable resistor is preferable because the resistance value Rcro is variable and the cross current I_cro can be controlled.
  • the storage battery system 121 isolates the cross current suppression circuit.
  • the parallel contactor (BK2) 121d on the positive electrode side and the parallel contactor (BK3) 121e on the negative electrode side of the storage battery system 121′ are in a conductive (on) state, and the series contactor (BK1) 121c and cross current Resistive contactor (BK4) 121f is in an open (off) state.
  • FIG. 27 is a table showing a sequence for switching the circuit state from an electrified section to a non-electrified section in the railroad vehicle drive system 100 according to the fourth embodiment.
  • the configuration of the sequence is the same as that of the first embodiment shown in FIG.
  • FIG. 28 is a diagram showing, in tabular form, the sequence of switching the circuit state from the non-electrified section to the electrified section of the railroad vehicle drive system 100 according to the fourth embodiment.
  • the subject of action in each step constituting the sequence is the control device 130, the notation of the subject of action will be omitted below.
  • Steps 1 to 5 in the sequence shown in FIG. 28 are the same as Steps 1 to 5 in the first embodiment shown in FIG.
  • Step 6 the cross current resistance contactor (BK4) 121f and the parallel contactor (BK3) 121e on the negative electrode side are turned on.
  • Step 7 the open-circuit voltages between the parallel-connected storage battery units are equalized by a controlled and safe cross current.
  • the cross current resistance contactor (BK4) 121f is turned off to isolate the cross current resistance.
  • Step 9 the parallel contactor (BK2) 121d on the positive electrode side is turned on to connect BK1 and BK2 in parallel.
  • Steps 10-12 are the same as Steps 7-9 in Example 1 shown in FIG.
  • the fourth embodiment is described based on the first embodiment in which the external power sources are charged in parallel. be.
  • the effect of the fourth embodiment is to safely parallelize storage battery units having different open-circuit voltages and causing cross currents.
  • Embodiments 1 to 4 as the circuit configuration of the drive system 100 for railway vehicles, the negative side of each component is grounded at the grounding point 119 as shown in FIG.
  • Example 5 a configuration is adopted in which the negative side connection to the ground point 119 shown in FIG. 1 is separated and each component is grounded at an intermediate voltage.
  • the V/2 point is grounded.
  • the grounding circuit becomes complicated, the ground voltage of each device can be reduced by half, so that the insulation design of the device can be relaxed.
  • Example 5 the case of installing at a voltage point that is half the total voltage is shown, but as an intermediate voltage, it does not generally have to be at a voltage point that is half the total voltage.
  • the method of grounding the storage battery system 121 is mainly discussed, and the method of grounding other components of the drive system 100 for railway vehicles is not particularly discussed.
  • other components must also be grounded at their intermediate voltage points to the same voltage point as the storage battery system.
  • the same voltage must be applied to the positive and negative halves of the ground point in order for a device compatible with a 3-level converter to operate properly.
  • the DC electric train drive system 110 shown in FIG. is required, but will not be detailed here.
  • FIG. 29 is a diagram showing the configuration of a series time-to-midpoint grounded storage battery system 121 ⁇ according to the fifth embodiment.
  • the storage battery system 121 ⁇ has a configuration in which a grounding point 119 is provided at the connection portion of the storage battery unit 121a, the series contactor 121c, and the negative side parallel contactor 121e. are otherwise identical.
  • the ground point 119 is located at the middle point of the storage battery unit 121a and the storage battery unit 121b. and a voltage is applied to the negative side.
  • the ground point 119 is on the negative side of the storage battery unit 121a and the storage battery unit 121b. Voltage is applied to the side, but the negative side becomes a short circuit and the equipment fails.
  • FIG. 30 is a diagram showing the configuration of a storage battery system 121 ⁇ that is always grounded at an intermediate point.
  • the battery system 121 ⁇ that is normally grounded at the intermediate point has three changes from the previous battery system 121 ⁇ that is connected in series.
  • each parallel unit 121a and 121b is a series connection of at least two or more storage battery units (in FIG. 30, two series of 121a1 and 121a2 and 121b1 and 121b2). It is connected through a ground contactor 121h.
  • FIG. 31 is a diagram showing a circuit state when the battery system 121 ⁇ is connected in series (during high voltage). At this time, the parallel contactors (BK2) 121d and (BK3) 121e3 and the parallel grounding contactors (BK41 and BK42) 121h are in an interrupted (off) state, and the series contactors (BK11 and BK12) 121c It is in a conducting (on) state.
  • the four storage battery units are connected in series, and between the negative electrode of the storage battery unit (BTa2) 121a2 and the positive electrode of the storage battery unit (BTb1) 121b1, i. grounded to
  • FIG. 32 is a diagram showing a circuit state when the battery system 121 ⁇ is connected in parallel (when the voltage is low). At this time, parallel contactors (BK2) 121d and (BK3) 121e and parallel grounding contactors (BK41 and BK42) 121h are in a conductive (on) state, and series contactors (BK11 and BK12) 121c are cut off. (off) state.
  • parallel contactors (BK2) 121d and (BK3) 121e and parallel grounding contactors (BK41 and BK42) 121h are in a conductive (on) state
  • series contactors (BK11 and BK12) 121c are cut off. (off) state.
  • the series connection of the storage battery units (BTa1 and BTa2) 121a1 and 121a2 and the series connection of the storage battery units (BTb1 and BTb2) 121b1 and 121b2 are connected in parallel.
  • the intermediate voltage of the system is grounded to the ground point 119 both in series and in parallel.
  • the other components of 100 are also supplied with positive and negative voltages from the ground point 119 and can operate normally.
  • SYMBOLS 100... Drive system for rail vehicles, 100a... Rail vehicle drive system circuit of an electrified section, 100b... Rail vehicle drive system circuit of a non-electrified section, 110... DC electric train drive system, 111... DC overhead wire, 112... Pantograph, 113...

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
PCT/JP2022/024016 2021-07-14 2022-06-15 鉄道車両用の駆動システムおよび駆動方法 Ceased WO2023286515A1 (ja)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2023535186A JP7516673B2 (ja) 2021-07-14 2022-06-15 鉄道車両用の駆動システムおよび駆動方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2021-116273 2021-07-14
JP2021116273 2021-07-14

Publications (1)

Publication Number Publication Date
WO2023286515A1 true WO2023286515A1 (ja) 2023-01-19

Family

ID=84919261

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2022/024016 Ceased WO2023286515A1 (ja) 2021-07-14 2022-06-15 鉄道車両用の駆動システムおよび駆動方法

Country Status (2)

Country Link
JP (1) JP7516673B2 (https=)
WO (1) WO2023286515A1 (https=)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20240067004A1 (en) * 2022-08-23 2024-02-29 Stadler Rail Ag Rail vehicle, method for operating a rail vehicle and use of a traction battery
WO2025005011A1 (ja) * 2023-06-30 2025-01-02 パナソニックＩｐマネジメント株式会社 電源装置及びその電流制御方法
WO2025197931A1 (ja) * 2024-03-19 2025-09-25 京セラ株式会社 燃料電池システム

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6737756B1 (en) * 2001-10-12 2004-05-18 Ford Global Technologies Llc Power supply for an automotive vehicle using DC-to-DC converter for charge transfer
JP2006067683A (ja) * 2004-08-26 2006-03-09 Railway Technical Res Inst 蓄電装置
JP2017112795A (ja) * 2015-12-18 2017-06-22 株式会社東芝 車両

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6584798B2 (ja) * 2015-03-12 2019-10-02 株式会社日立製作所 蓄電システム及び蓄電池電車

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6737756B1 (en) * 2001-10-12 2004-05-18 Ford Global Technologies Llc Power supply for an automotive vehicle using DC-to-DC converter for charge transfer
JP2006067683A (ja) * 2004-08-26 2006-03-09 Railway Technical Res Inst 蓄電装置
JP2017112795A (ja) * 2015-12-18 2017-06-22 株式会社東芝 車両

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20240067004A1 (en) * 2022-08-23 2024-02-29 Stadler Rail Ag Rail vehicle, method for operating a rail vehicle and use of a traction battery
WO2025005011A1 (ja) * 2023-06-30 2025-01-02 パナソニックＩｐマネジメント株式会社 電源装置及びその電流制御方法
WO2025197931A1 (ja) * 2024-03-19 2025-09-25 京セラ株式会社 燃料電池システム

Also Published As

Publication number Publication date
JPWO2023286515A1 (https=) 2023-01-19
JP7516673B2 (ja) 2024-07-16

Similar Documents

Publication Publication Date Title
US11697352B2 (en) Method and apparatus for charging multiple energy storage devices
US10065511B2 (en) Hybrid drive system
US8120365B2 (en) Power control unit
JP7516673B2 (ja) 鉄道車両用の駆動システムおよび駆動方法
CN103347733B (zh) 蓄电装置及其设置和运用方法
JP5485319B2 (ja) 二次電池搭載車両のパワーフロー制御方法および制御装置
WO2012014540A1 (ja) 電気車の推進制御装置、および鉄道車両システム
Mir et al. A supercapacitor based light rail vehicle: system design and operations modes
US20250074201A1 (en) Power supply for a rail vehicle, having a traction battery
CN101959710B (zh) 用于有轨车辆的储能器系统
CN117183734A (zh) 一种车辆的混合动力配电系统、方法及车辆
CN212400970U (zh) 一种轨道交通车辆用不对称辅助供电系统
JP7821751B2 (ja) 鉄道車両用の駆動システムおよび駆動方法
Hoimoja et al. Analysis and design of ultracapacitor-boosted back-up power supply for tramcars
JP6971666B2 (ja) 複合蓄電システムおよび複合蓄電システムの制御方法
Hõimoja et al. Application of ultracapacitors in low-voltaje power supply systems of light rail vehicles

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22841859

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2023535186

Country of ref document: JP

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 22841859

Country of ref document: EP

Kind code of ref document: A1