JP4636757B2 - Railway vehicle drive system - Google Patents

Railway vehicle drive system Download PDF

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Publication number
JP4636757B2
JP4636757B2 JP2001300736A JP2001300736A JP4636757B2 JP 4636757 B2 JP4636757 B2 JP 4636757B2 JP 2001300736 A JP2001300736 A JP 2001300736A JP 2001300736 A JP2001300736 A JP 2001300736A JP 4636757 B2 JP4636757 B2 JP 4636757B2
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fuel cell
railway vehicle
secondary battery
electric
power
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JP2003111210A (en
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邦正 沖松
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Nippon Sharyo Ltd
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    • 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
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    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
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Description

【０００１】
【発明の属する技術分野】
本発明は、鉄道車両の駆動装置に関し、主として非電化区間を走行する鉄道車両に適した駆動装置に関する。
【０００２】
【従来の技術】
非電化区間に使用する鉄道車両の駆動方法としては、ディーゼルエンジンの駆動力をそのまま推進力として利用する方法や、ディーゼルエンジンと発電機とを組み合わせて発生させた電力で電動機を駆動する方法等があり、日本国内の旅客用には前者が、海外や機関車用には後者が多く用いられている。また、後者は、一般的に、１台の大型ディーゼルエンジンと発電機とを組み合わせて構成されている。前者はやや安価、後者は動力の制御が容易という特徴がある。
【０００３】
【発明が解決しようとする課題】
しかしながら、前者は熱効率が悪く、得られる動力に比べて二酸化炭素や窒素酸化物の排出量が多い欠点がある。また、両者とも、大型のディーゼルエンジンや発電機を必要とし、補機類に要する容積・重量が大きく、かつ、制御機器も大型・大容量のものが必要となる。したがって、床下機器配置の自由度が低下し、輪重バランスをとるのが困難となる。また、台枠の特定箇所の横梁に荷重が集中するため、この部分の横梁に強度と剛性とが必要で、そのために台枠の重量が重くなりがちであった。さらに、ディーゼルエンジンや発電機が大型化することにより、特注品の使用を余儀なくされ、高価になってしまう問題もある。
【０００４】
そこで本発明は、非電化区間を走行する鉄道車両の駆動装置として最適であり、所要の動力を確保しつつ床下機器配置の自由度を向上させ、良好な輪重バランスが得られ、機器重量の分散によって台枠を含めた鉄道車両全体の軽量化も図れる鉄道車両の駆動装置を提供することを目的としている。
【０００５】
【課題を解決するための手段】
上記目的を達成するため、本発明の鉄道車両の駆動装置は、複数の車軸を有する鉄道車両の駆動装置において、各車軸に設けられた複数の電動機と、該複数の電動機にそれぞれ電力を供給する複数の燃料電池と、前記各電動機に供給する電力量をそれぞれ制御する複数の電動機制御装置と、前記各燃料電池の発電量をそれぞれ制御する複数の燃料電池制御装置と、該鉄道車両の速度制御を行う主制御器とを備えたことを特徴としている。
【０００６】
また、本発明の鉄道車両の駆動装置は、前記電動機に電力を供給可能な二次電池を備えていることを特徴とし、特に、該二次電池が、前記燃料電池からの電力及び前記電動機からの回生電力を蓄積可能であることを特徴としている。
【０００７】
【発明の実施の形態】
図１は本発明の鉄道車両の駆動装置の一形態例を示す概略図である。まず、本形態例に示す鉄道車両１は、走行装置として一対の二軸ボギー台車２を有するものであって、両台車２の合計４本の車軸３には、電動機４が減速機（歯車装置）５を介してそれぞれ設けられている。各電動機４には、各電動機４に供給する電力量を調節して各電動機４の回転数を制御するための電動機制御装置６が電線７を介してそれぞれ接続されており、また、電動機制御装置６には、各車軸３の端部に設けられた速度検出器８が電線７ａを介して接続されている。さらに、各電動機制御装置６には、該制御装置６を介して前記電動機４に駆動電力を供給するための燃料電池９と二次電池１０とが接続されており、各燃料電池９には、各電池９の発電量を制御する燃料電池制御装置１１と燃料となる水素を供給する水素供給源１２とが設けられている。また、電動機制御装置６、燃料電池９及び燃料電池制御装置１１は、これらを一体化し、モジュール（ユニット）化した状態で床下に装着されている。
【０００８】
そして、車両１には、該車両１の速度を制御するための主制御器１３が設けられており、この主制御器１３から前記電動機制御装置６に列車速度を制御するための制御信号（速度指令）が信号線１４を通して出力される。この制御信号を伝達する信号線１４は、複数の車両１を連結した状態で信号線同士を接続することにより、複数の車両に同時に制御信号を伝達できるようにして連結運転も可能に形成されている。また、信号線１４の制御信号には、ブレーキ制御信号等の各種信号を含めることができる。
【０００９】
前記電動機４及び前記電動機制御装置６は、従来から鉄道車両用として用いられている各種のものを使用することができるが、電動機４に交流電動機を使用し、電動機制御装置６には、燃料電池９で発生した直流を、所定電圧、所定周波数の交流に変換するＶＶＶＦ制御装置を使用することが最適である。ＶＶＶＦ制御装置からなる電動機制御装置６は、前記主制御器１３からの制御信号と、前記速度検出器８からの速度信号とに基づいて電動機４に供給する電圧及び周波数を調節し、電動機４を所定の回転数で回転させて加速や減速を行う。
【００１０】
前記燃料電池制御装置１１は、電動機制御装置６から電動機４に供給される電力に応じた電力を発生するように前記燃料電池９の運転制御を行う。このとき、電動機４の消費電力と燃料電池８の発生電力との関係は、二次電池１０が設けられていない場合は、両電力は略等しい関係となり、発車（起動）時のように電動機４が大量の電力を消費するときには、燃料電池８で大量の電力を発生させて電動機制御装置６を介して電動機４に供給する必要がある。したがって、この場合は、発車時や登坂時のように大電力を必要とする走行条件に対応させるために、高出力で応答性にも優れた燃料電池８を必要とする。
【００１１】
一方、二次電池１０を設置し、この二次電池１０を燃料電池８の補助電源として使用する場合は、発進時や登坂時に燃料電池８からの電力と二次電池１０からの電力とを合わせて電動機駆動用とすることにより、平均的な消費電力に対応した中程度の出力で応答性もそれほど問題にしないで中型の燃料電池８を使用することができる。このとき、二次電池１０への充電（電力蓄積）は、電動機４への電力供給を行わない惰行運転時や停車時に燃料電池８を運転することによって行うことができる。また、減速時や抑速運転時に電動機４から得られる回生電力を利用して充電を行うことができ、これによってエネルギーの有効利用が図れ、燃料電池８の燃料消費量も低減できる。
【００１２】
また、二次電池１０を主電源として使用し、燃料電池８を補助電源として使用することも可能である。この場合、車両１の走行に必要な電力は、そのほとんどが二次電池１０から供給される状態となり、燃料電池８は、二次電池１０への充電用電力を発生する状態となる。このとき、燃料電池８は、一定の出力で連続運転を行って二次電池１０への充電を行えばよいので、前二者に比べて小形で小出力の燃料電池８を使用することができる。
【００１３】
ここで、燃料電池８を主電源とする場合と、二次電池１０を主電源とする場合とを比較すると、燃料電池８を主電源とする場合は、二次電池１０の容量を小さくできるが燃料電池８には比較的大きな出力のものを使用する必要があり、二次電池１０を主電源とする場合は、燃料電池８は比較的小型のものを使用できるが二次電池１０には大きな容量のものを使用する必要がある。したがって、燃料電池８と二次電池１０とのいずれかを主電源とするかの選択は、該鉄道車両１の走行条件や車両運用、燃料電池及び二次電池の能力等に応じて選定することになる。また、燃料電池８や二次電池１０の能力及び電動機４の能力は、これらのユニットの一つが故障して作動不能となった場合でも、残りのユニットで走行可能なように設定すべきである。
【００１４】
なお、二次電池１０としては、使用条件やコストに応じて適当な種類の二次電池を使用することができ、コンデンサーのような蓄電装置を使用することもできる。また、二次電池１０への充電は、車両基地や長時間停車の駅等で外部電源を利用して行うようにしてもよい。
【００１５】
さらに、前記水素供給源１２には、高圧容器内に充填した高圧水素ガスや液体水素のように水素を搭載して燃料電池８へ水素を直接供給するものや水素吸蔵合金を使用したもの、メタノール改質器のように液体燃料から触媒によって水素を取り出すものなどを適当に選択して使用することができる。このとき、鉄道車両１においては、その運用形態や走行条件があらかじめ決められていることが多いので、高圧水素ガスや液体水素の充填も車両基地で定期的に行えばよく、これらを水素供給源１２として用いても、水素の供給体制や安全性の問題はほとんどない。
【００１６】
また、鉄道車両１における各種機器類、例えば、冷暖房、室内照明、前後標識灯、空気圧縮機、制御用回路等への電力供給は、別に発電機や燃料電池を設置して行うこともできるが、前記燃料電池８や二次電池１０からの電力の一部を利用することが好ましい。
【００１７】
このように、鉄道車両１における各車軸３にそれぞれ電動機４を設けるとともに、各電動機４に対応させて燃料電池８及び二次電池１０を設けることにより、従来のように大型のディーゼルエンジンや発電機を設置する場合に比べて、小型の機器を使用することができるので、床下機器配置の自由度が向上し、全体のバランスをみて各種機器を車両床下等に分散配置することが可能となる。これにより、輪重バランスを考慮した床下機器配置が可能となり、輪重の偏りを原因とする脱線事故を防ぐことができる。また、台枠にかかる荷重の平均化や最適化が図れるので、台枠の簡素化や重量軽減が図れるとともに、車両全体の軽量化にも寄与し、より小容量かつ安価な燃料電池や電動機等が使用可能となる。これにより、車両全体の製作コストを一層低減することができる。
【００１８】
さらに、適切な燃料電池８や二次電池１０を選定することにより、これらに汎用品を使用することも可能となるので、従来の特注品に比べて各種機器に要するコストを大幅に削減することができ、保守や部品調達等に要する手間及び経費も軽減できる。しかも、小型の燃料電池等を使用することにより、これらをユニット化して交換可能に形成しておくことが可能となり、これによって保守作業や故障原因の追及が容易になるとともに、車両の稼働率を向上させることができる。さらに、鉄道車両駆動用のエネルギー源として燃料電池８や二次電池１０を使用することにより、環境に与える負荷が小さくなるという利点もある。
【００１９】
なお、本形態例では、全ての車軸に電動機を設けたが、車両重量や走行条件、電動機出力等の条件によっては、両台車の一方の車軸に一つずつ電動機を設けるようにしてもよく、他の機器との関係から、一方の台車の２本の車軸に電動機を設け、他方の台車はトレーラーとすることもできる。また、電動機と燃料電池との関係において、一つの燃料電池に対して複数の電動機を設けることもでき、一つの電動機に対して複数の燃料電池を設けることも可能である。
【００２０】
【発明の効果】
以上説明したように、本発明の鉄道車両の駆動装置によれば、複数の車軸に設けた複数の電動機を複数の燃料電池からの電力でそれぞれ回転させて鉄道車両を走行させるようにしたので、各電動機に対応させて小型の燃料電池を使用することができ、従来のディーゼルエンジンや発電機に比べて大幅な小型軽量化を図ることができる。さらに、複数の燃料電池を使用することによって小型で汎用の燃料電池を使用することが可能となり、コスト削減を図れるとともに、床下機器配置の自由度が向上するので、各機器を車両床下に分散配置することにより、最適な輪重バランスを得ることが可能となるだけでなく台枠の軽量化も図れる。しかも、ディーゼルエンジンのような有害排気ガスを発生しないので、環境にも優しいものとなる。したがって、非電化区間を走行する鉄道車両の駆動装置として最適である。
【図面の簡単な説明】
【図１】 本発明の鉄道車両の駆動装置の一形態例を示す概略図である。
【符号の説明】
１…鉄道車両、２…台車、３…車軸、４…電動機、５…減速機、６…電動機制御装置、７…電線、８…速度検出器、９…燃料電池、１０…二次電池、１１…燃料電池制御装置、１２…水素供給源、１３…主制御器、１４…信号線[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a railway vehicle drive device, and more particularly to a drive device suitable for a railway vehicle traveling in a non-electrified section.
[0002]
[Prior art]
As a driving method of a railway vehicle used in a non-electrified section, there are a method of using the driving force of a diesel engine as a propulsion force, a method of driving an electric motor with electric power generated by combining a diesel engine and a generator, The former is often used for passengers in Japan, and the latter is often used for overseas and locomotives. The latter is generally configured by combining one large diesel engine and a generator. The former is a little cheaper and the latter is easier to control the power.
[0003]
[Problems to be solved by the invention]
However, the former has the disadvantage that the thermal efficiency is poor and the amount of carbon dioxide and nitrogen oxides emitted is larger than the power obtained. In addition, both require large diesel engines and generators, large volumes and weights are required for auxiliary equipment, and large and large capacity control devices are also required. Therefore, the degree of freedom in arranging the equipment under the floor is lowered, and it becomes difficult to balance the wheel load. In addition, since the load concentrates on the horizontal beam at a specific position of the frame, strength and rigidity are required for the horizontal beam at this portion, and the weight of the frame tends to be heavy. Furthermore, when the diesel engine and the generator are enlarged, there is a problem that a custom-made product is forced to be used and the cost becomes high.
[0004]
Therefore, the present invention is optimal as a driving device for a railway vehicle that travels in a non-electrified section, improves the degree of freedom of arrangement of the underfloor equipment while ensuring the required power, provides a good wheel load balance, and reduces the equipment weight. An object of the present invention is to provide a railway vehicle drive device that can reduce the weight of the entire railway vehicle including the frame by dispersion.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, a railway vehicle drive apparatus according to the present invention is a railway vehicle drive apparatus having a plurality of axles, and supplies a plurality of electric motors provided on each axle and the plurality of electric motors, respectively. A plurality of fuel cells, a plurality of electric motor control devices that respectively control the amount of electric power supplied to each electric motor, a plurality of fuel cell control devices that respectively control the power generation amounts of the respective fuel cells, and speed control of the railway vehicle And a main controller for performing the above.
[0006]
The railcar drive device according to the present invention includes a secondary battery capable of supplying electric power to the electric motor. In particular, the secondary battery includes electric power from the fuel cell and electric motor. It is characterized by being able to store the regenerative power.
[0007]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a schematic diagram showing an embodiment of a railway vehicle drive device according to the present invention. First, the railway vehicle 1 shown in the present embodiment has a pair of two-axis bogies 2 as traveling devices, and a motor 4 is connected to a reduction gear (gear device) on a total of four axles 3 of the two vehicles 2. ) 5 and 5 respectively. Each motor 4 is connected to a motor control device 6 for controlling the number of electric power supplied to each motor 4 and controlling the number of revolutions of each motor 4 via an electric wire 7, and the motor control device. 6, a speed detector 8 provided at the end of each axle 3 is connected via an electric wire 7a. Further, each motor control device 6 is connected to a fuel cell 9 and a secondary battery 10 for supplying driving power to the motor 4 via the control device 6. A fuel cell control device 11 for controlling the power generation amount of each battery 9 and a hydrogen supply source 12 for supplying hydrogen as fuel are provided. The electric motor control device 6, the fuel cell 9, and the fuel cell control device 11 are mounted under the floor in a state where they are integrated into a module (unit).
[0008]
The vehicle 1 is provided with a main controller 13 for controlling the speed of the vehicle 1, and a control signal (speed) for controlling the train speed from the main controller 13 to the electric motor control device 6. Command) is output through the signal line 14. The signal line 14 for transmitting the control signal is formed so that the control signal can be transmitted to the plurality of vehicles at the same time by connecting the signal lines in a state where the plurality of vehicles 1 are connected to each other so that the connection operation is possible. Yes. Further, the control signal of the signal line 14 can include various signals such as a brake control signal.
[0009]
As the electric motor 4 and the electric motor control device 6, various types conventionally used for railway vehicles can be used. However, an AC electric motor is used for the electric motor 4, and the electric motor control device 6 includes a fuel cell. It is optimal to use a VVVF control device that converts the direct current generated at 9 into an alternating current of a predetermined voltage and a predetermined frequency. The motor control device 6, which is a VVVF control device, adjusts the voltage and frequency supplied to the motor 4 based on the control signal from the main controller 13 and the speed signal from the speed detector 8. Accelerate and decelerate by rotating at a predetermined speed.
[0010]
The fuel cell control device 11 controls the operation of the fuel cell 9 so as to generate electric power according to the electric power supplied from the electric motor control device 6 to the electric motor 4. At this time, when the secondary battery 10 is not provided, the relationship between the power consumption of the motor 4 and the generated power of the fuel cell 8 is approximately the same, and the motor 4 is the same as at the time of departure (startup). However, when a large amount of power is consumed, it is necessary to generate a large amount of power in the fuel cell 8 and supply it to the motor 4 via the motor control device 6. Therefore, in this case, the fuel cell 8 having a high output and excellent responsiveness is required in order to cope with a traveling condition that requires a large amount of electric power, such as when departing or climbing.
[0011]
On the other hand, when the secondary battery 10 is installed and used as an auxiliary power source for the fuel cell 8, the power from the fuel cell 8 and the power from the secondary battery 10 are combined when starting or climbing. Therefore, the medium-sized fuel cell 8 can be used without causing a problem of responsiveness with a medium output corresponding to average power consumption. At this time, charging (power storage) to the secondary battery 10 can be performed by operating the fuel cell 8 during coasting operation or stopping when the electric power is not supplied to the electric motor 4. In addition, the regenerative power obtained from the electric motor 4 can be charged during deceleration or deceleration operation, whereby energy can be used effectively and the fuel consumption of the fuel cell 8 can be reduced.
[0012]
It is also possible to use the secondary battery 10 as a main power source and the fuel cell 8 as an auxiliary power source. In this case, most of the electric power necessary for traveling of the vehicle 1 is supplied from the secondary battery 10, and the fuel cell 8 is in a state of generating electric power for charging the secondary battery 10. At this time, since the fuel cell 8 may be continuously operated at a constant output to charge the secondary battery 10, the fuel cell 8 having a smaller size and a smaller output than the former two can be used. .
[0013]
Here, when comparing the case where the fuel cell 8 is used as the main power source and the case where the secondary battery 10 is used as the main power source, the capacity of the secondary battery 10 can be reduced when the fuel cell 8 is used as the main power source. It is necessary to use a fuel cell 8 having a relatively large output. When the secondary battery 10 is used as a main power source, the fuel cell 8 can be a relatively small one, but the secondary battery 10 is large. It is necessary to use one with a capacity. Therefore, the choice of which one of the fuel cell 8 and the secondary battery 10 is the main power source should be selected according to the running conditions of the railway vehicle 1, the vehicle operation, the capabilities of the fuel cell and the secondary battery, and the like. become. Further, the capacity of the fuel cell 8 and the secondary battery 10 and the capacity of the electric motor 4 should be set so that even if one of these units fails and becomes inoperable, the remaining units can run. .
[0014]
In addition, as the secondary battery 10, an appropriate kind of secondary battery can be used according to use conditions and cost, and a power storage device such as a capacitor can also be used. Further, the charging of the secondary battery 10 may be performed using an external power source at a vehicle base or a station that is stopped for a long time.
[0015]
Further, the hydrogen supply source 12 includes a high-pressure hydrogen gas filled in a high-pressure vessel or hydrogen, such as high-pressure hydrogen gas or liquid hydrogen, which supplies hydrogen directly to the fuel cell 8 or a hydrogen storage alloy, methanol An apparatus such as a reformer that extracts hydrogen from a liquid fuel by a catalyst can be appropriately selected and used. At this time, since the operation mode and running conditions of the railway vehicle 1 are often determined in advance, the high-pressure hydrogen gas or liquid hydrogen may be periodically charged at the vehicle base, and these are supplied to the hydrogen supply source. Even if it is used as 12, there is almost no problem of hydrogen supply system or safety.
[0016]
In addition, power supply to various devices in the railway vehicle 1, such as air conditioning, indoor lighting, front / rear beacon lights, air compressors, control circuits, etc., can be performed by installing a generator and a fuel cell separately. It is preferable to use a part of the electric power from the fuel cell 8 or the secondary battery 10.
[0017]
Thus, by providing the motor 4 on each axle 3 in the railway vehicle 1 and providing the fuel cell 8 and the secondary battery 10 corresponding to each motor 4, a large diesel engine and a generator as in the past are provided. Compared with the case of installing a device, since a small device can be used, the degree of freedom of arrangement of the underfloor device is improved, and various devices can be distributed and arranged under the vehicle floor in view of the overall balance. Thereby, under-floor equipment arrangement in consideration of wheel load balance becomes possible, and derailment accidents caused by wheel load unevenness can be prevented. In addition, since the load applied to the underframe can be averaged and optimized, the underframe can be simplified and the weight can be reduced, and the weight of the entire vehicle can be reduced. Can be used. Thereby, the manufacturing cost of the whole vehicle can be further reduced.
[0018]
Furthermore, by selecting appropriate fuel cells 8 and secondary batteries 10, it is possible to use general-purpose products for them, so that the cost required for various devices can be greatly reduced compared to conventional custom-made products. This reduces the labor and cost required for maintenance and parts procurement. In addition, by using small fuel cells, etc., these can be unitized and formed to be replaceable, which facilitates the pursuit of maintenance work and causes of failure, and reduces the operating rate of the vehicle. Can be improved. Further, the use of the fuel cell 8 or the secondary battery 10 as an energy source for driving a railway vehicle has an advantage that the load on the environment is reduced.
[0019]
In this embodiment, electric motors are provided on all axles, but depending on conditions such as vehicle weight, running conditions, electric motor output, etc., one electric motor may be provided on each axle of both carts. Due to the relationship with other equipment, motors may be provided on the two axles of one truck, and the other truck may be a trailer. Further, in the relationship between the electric motor and the fuel cell, a plurality of electric motors can be provided for one fuel cell, and a plurality of fuel cells can be provided for one electric motor.
[0020]
【The invention's effect】
As described above, according to the railway vehicle drive device of the present invention, since the plurality of electric motors provided on the plurality of axles are rotated by the electric power from the plurality of fuel cells, respectively, the railway vehicle is caused to travel. A small fuel cell can be used corresponding to each electric motor, and a significant reduction in size and weight can be achieved compared to conventional diesel engines and generators. In addition, by using multiple fuel cells, it is possible to use small and general-purpose fuel cells, reducing costs and increasing the degree of freedom of underfloor equipment placement, so that each equipment is distributed under the vehicle floor. By doing so, not only can the optimum wheel load balance be obtained, but also the weight of the underframe can be reduced. Moreover, it does not generate harmful exhaust gas like a diesel engine, so it is environmentally friendly. Therefore, it is optimal as a drive device for a railway vehicle traveling in a non-electrified section.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing an embodiment of a railway vehicle drive device according to the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Railway vehicle, 2 ... Bogie, 3 ... Axle, 4 ... Electric motor, 5 ... Reduction gear, 6 ... Electric motor control apparatus, 7 ... Electric wire, 8 ... Speed detector, 9 ... Fuel cell, 10 ... Secondary battery, 11 ... Fuel cell control device, 12 ... Hydrogen supply source, 13 ... Main controller, 14 ... Signal line

Claims (3)

複数の車軸を有する鉄道車両の駆動装置において、各車軸に設けられた複数の電動機と、該複数の電動機にそれぞれ電力を供給する複数の燃料電池と、前記各電動機に供給する電力量をそれぞれ制御する複数の電動機制御装置と、前記各燃料電池の発電量をそれぞれ制御する複数の燃料電池制御装置と、該鉄道車両の速度制御を行う主制御器とを備えたことを特徴とする鉄道車両の駆動装置。In a railway vehicle drive device having a plurality of axles, a plurality of electric motors provided on each axle, a plurality of fuel cells that respectively supply electric power to the plurality of electric motors, and an amount of electric power supplied to the electric motors, respectively. A railroad vehicle comprising: a plurality of electric motor control devices for controlling the power generation amount of each fuel cell; and a main controller for controlling the speed of the railcar. Drive device. 前記電動機に電力を供給可能な二次電池を備えていることを特徴とする請求項１記載の鉄道車両の駆動装置。The railway vehicle drive device according to claim 1, further comprising a secondary battery capable of supplying electric power to the electric motor. 前記二次電池は、前記燃料電池からの電力及び前記電動機からの回生電力を蓄積可能であることを特徴とする請求項２記載の鉄道車両の駆動装置。The railcar drive device according to claim 2, wherein the secondary battery is capable of accumulating electric power from the fuel cell and regenerative electric power from the electric motor.
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JP4779562B2 (en) * 2005-10-14 2011-09-28 株式会社日立製作所 Refueling system
JP2010187433A (en) * 2009-02-10 2010-08-26 Railway Technical Res Inst Smoothing reactor apparatus for electric railway vehicle with fuel cell
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JP7202833B2 (en) * 2018-10-03 2023-01-12 東日本旅客鉄道株式会社 On-board device and on-board system
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