JP4648431B2 - Railway vehicle drive system and railway vehicle - Google Patents

Railway vehicle drive system and railway vehicle Download PDF

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JP4648431B2
JP4648431B2 JP2008168299A JP2008168299A JP4648431B2 JP 4648431 B2 JP4648431 B2 JP 4648431B2 JP 2008168299 A JP2008168299 A JP 2008168299A JP 2008168299 A JP2008168299 A JP 2008168299A JP 4648431 B2 JP4648431 B2 JP 4648431B2
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converter
generator
railway vehicle
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switching
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JP2010011643A (en
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誠司 石田
貴志 金子
健人 望月
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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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Description

本発明は鉄道車両に搭載する駆動システム及び駆動システムを備えた鉄道車両に関する。   The present invention relates to a drive system mounted on a railway vehicle and a railway vehicle provided with the drive system.

エンジンにより駆動される発電機の交流電圧を、変換器により直流電圧に変換し供給すると共に、蓄電装置の放電により電力を供給することにより、必要な電力を電動機に供給し鉄道車両を力行させると共に、制動時には前記電動機で発生する回生電力を前記蓄電装置に充電する鉄道車両の駆動システムが知られている。
特開２００７−１９５３３４号公報 While converting the AC voltage of the generator driven by the engine into DC voltage by the converter and supplying it, and supplying electric power by discharging the power storage device, the necessary electric power is supplied to the electric motor and the railway vehicle is powered. In addition, a railway vehicle drive system is known in which regenerative power generated by the electric motor is charged to the power storage device during braking.
JP 2007-195334 A

前述の鉄道車両の駆動システムでは、発電機の交流電圧を直流電圧に変換する変換器が故障した場合、発電機からの電力を供給することができなくなり、さらに蓄電装置に充電されている電力が限られているため、鉄道車両を継続して運行することができない。   In the railway vehicle drive system described above, if the converter that converts the AC voltage of the generator into a DC voltage fails, the power from the generator cannot be supplied, and the electric power charged in the power storage device is further reduced. Because it is limited, railway cars cannot be operated continuously.

本発明の目的は、発電機の電力を変換する変換器が故障した場合においても、鉄道車両を継続して運行することができる駆動システムを提供することである。   The objective of this invention is providing the drive system which can operate a rail vehicle continuously, even when the converter which converts the electric power of a generator fails.

本発明の鉄道車両の駆動システムは、エンジンと、該エンジンにより駆動される発電機と、第１の切り替え手段と、該第１の切り替え手段を介して前記発電機と接続される第１の変換器と、該第１の変換器の発電機と異なる側に並列に接続された第２の変換器と、該第２の変換器の前記第１の変換器と異なる側に接続されて、蓄電装置と前記発電機との接続を切り替える第２の切り替え手段と、第１のモードと第２のモードを切り替える制御器とを具備し、前記制御器は、前記第１の切り替え手段が前記発電機と前記第１の変換器を接続された状態にし、前記発電機の交流出力を前記第１の変換器で直流電圧に変換すると共に、前記第２の切り替え手段が前記蓄電装置と前記第２の変換器を接続された状態にし、前記蓄電装置の入出力電力を前記第２の変換器で低電圧側と高電圧側で制御する第１のモードと、前記第１の切り替え手段が前記発電機と前記第１の変換器を開放された状態にし、前記第２の切り替え手段が前記発電機と前記第２の変換器を接続された状態にし、前記発電機の交流出力を前記第２の変換器で直流電圧に変換する第２のモードと、を切り替えることを特徴とする。   The railcar drive system according to the present invention includes an engine, a generator driven by the engine, first switching means, and a first conversion connected to the generator via the first switching means. And a second converter connected in parallel to a side different from the generator of the first converter, and a second converter connected to a side different from the first converter of the second converter, A second switching means for switching the connection between the apparatus and the generator; and a controller for switching between the first mode and the second mode, wherein the first switching means is connected to the generator. And the first converter are connected to each other, the AC output of the generator is converted into a DC voltage by the first converter, and the second switching means is connected to the power storage device and the second converter. With the converter connected, the input / output power of the power storage device A first mode in which the second converter controls the low voltage side and the high voltage side, and the first switching means opens the generator and the first converter, and the second mode The switching means switches the generator and the second converter to a connected state, and switches between the second mode in which the AC output of the generator is converted to a DC voltage by the second converter. Features.

本発明のハイブリッド駆動システムによれば、通常時は前記第１のモードで使用し、第１の変換器が故障した場合は、第２のモードに切り替えることにより、発電機の電力を変換する第１の変換器が故障した場合においても、第２の変換器により、発電機の電力を供給できるため、鉄道車両を継続して運行することができる。   According to the hybrid drive system of the present invention, it is used in the first mode in normal times, and when the first converter breaks down, the second mode is switched to convert the power of the generator. Even when one converter fails, the electric power of the generator can be supplied by the second converter, so that the railway vehicle can be operated continuously.

以下、本発明の実施の形態について図面を参照して説明する。   Hereinafter, embodiments of the present invention will be described with reference to the drawings.

図１に本発明の実施例１の鉄道車両駆動システムの構成を示す。図１において、本発明の鉄道車両駆動システムは、エンジン１、発電機２、第１の切替器３、第１の変換器４、２台のインバータ５、４台の電動機６、２個の蓄電装置７、４個のリアクトル８、第２の変換器１０、主幹制御器（以下、「マスコン」という）１１、表示器１２、統括制御器１３、第１の変換器制御器１４、第２の変換器制御器１５を備えている。   FIG. 1 shows the configuration of a railway vehicle drive system according to a first embodiment of the present invention. In FIG. 1, a railway vehicle drive system according to the present invention includes an engine 1, a generator 2, a first switch 3, a first converter 4, two inverters 5, four electric motors 6, and two electric storages. Device 7, four reactors 8, second converter 10, master controller (hereinafter referred to as “mascon”) 11, indicator 12, general controller 13, first converter controller 14, second controller A converter controller 15 is provided.

最初に、第１の変換器４が正常に動作している状態について説明する。統括制御器１３は、鉄道車両を運転する運転手が操作するマスコン１１の出力に基づき、エンジン１、第１の切替器３、第２の切替器９、第１の変換器制御器１４、第２の変換器制御器１５、及び２台のインバータ５に対して指令を出力すると共に、表示器１２に正常状態であることを表示する。エンジン１が発電機２を駆動することにより、交流電圧が発生し、第１の切替器３を介して、第１の変換器４の交流側に供給される。   First, a state where the first converter 4 is operating normally will be described. The general controller 13 is based on the output of the mascon 11 operated by the driver driving the railway vehicle, the engine 1, the first switch 3, the second switch 9, the first converter controller 14, the first A command is output to the two converter controllers 15 and the two inverters 5 and a normal state is displayed on the display 12. When the engine 1 drives the generator 2, an AC voltage is generated and supplied to the AC side of the first converter 4 via the first switch 3.

このとき、第１の切替器３は、統括制御器の出力に基づき、発電機２と第１の変換器４が接続された状態にある。第１の変換器４は、統括制御器１３の出力に基づき、第１の変換制御器１４により制御され、前記交流電圧を直流電圧に変換する。また、蓄電装置７は、リアクトル８及び第２の切替器９を介して、第２の変換器１０の低電圧側に接続される。このとき、第２の切替器９は、統括制御器１３の出力に基づき、蓄電装置７とリアクトル８の直列回路と第２の変換器１０の低電圧側を接続する状態である。   At this time, the first switch 3 is in a state where the generator 2 and the first converter 4 are connected based on the output of the overall controller. The first converter 4 is controlled by the first conversion controller 14 based on the output of the overall controller 13, and converts the AC voltage into a DC voltage. The power storage device 7 is connected to the low voltage side of the second converter 10 via the reactor 8 and the second switch 9. At this time, the second switch 9 is in a state of connecting the series circuit of the power storage device 7 and the reactor 8 and the low voltage side of the second converter 10 based on the output of the overall controller 13.

第２の変換器１０は、統括制御器１３の出力に基づき、第２の変換器制御装置１５により制御され、低電圧側と高電圧側の間の電力の流れを制御する。第２の変換器１０の高電圧側の出力は、前記第１の変換器４の直流側と並列に接続され、並列接続された２台のインバータ５の直流側に接続される。２台のインバータ５は、統括制御器１３の駆動力指令に基づき、直流電圧を可変周波数可変電圧の交流に変換し、それぞれ２台の電動機６を駆動する。各電動機６の機械的出力はギヤを介して、車軸に伝達され、鉄道車両を駆動する。   The second converter 10 is controlled by the second converter control device 15 based on the output of the overall controller 13, and controls the flow of power between the low voltage side and the high voltage side. The output on the high voltage side of the second converter 10 is connected in parallel with the DC side of the first converter 4 and is connected to the DC side of two inverters 5 connected in parallel. The two inverters 5 convert the DC voltage into the AC of the variable frequency variable voltage based on the driving force command of the overall controller 13 and drive the two electric motors 6 respectively. The mechanical output of each electric motor 6 is transmitted to the axle via gears to drive the railway vehicle.

これにより、力行時には、エンジン１と発電機２の発生する電力と、蓄電装置７の放電による電力により鉄道車両を駆動することができ、制動時には、電動機６を回生動作させることにより得られる回生電力を、インバータ５、第２の変換器１０を介して、蓄電装置７に充電することができる。   Accordingly, the railway vehicle can be driven by the electric power generated by the engine 1 and the generator 2 and the electric power generated by the discharge of the power storage device 7 during power running, and the regenerative electric power obtained by regenerating the electric motor 6 during braking. Can be charged to the power storage device 7 via the inverter 5 and the second converter 10.

次に、統括制御器１３が第１の変換器４の故障を検知した場合について、説明する。統括制御器１２は、第１の変換器４の故障を検知すると、第１の変換器制御器１４、第２の変換器制御器１５、及びインバータ５には変換動作の停止を、エンジン１にはアイドリング状態を指令する。次に、第１の切替器３を開放して、発電機２と第１の変換器４の接続を開放し、第２の切替器９を、蓄電装置７とリアクトル８の直列回路から発電機２に切り替えて、発電機２と第２の変換器１０を接続する。   Next, a case where the overall controller 13 detects a failure of the first converter 4 will be described. When the overall controller 12 detects a failure of the first converter 4, the overall controller 12 stops the conversion operation for the first converter controller 14, the second converter controller 15, and the inverter 5. Commands the idling state. Next, the first switch 3 is opened, the connection between the generator 2 and the first converter 4 is opened, and the second switch 9 is connected to the generator from the series circuit of the power storage device 7 and the reactor 8. By switching to 2, the generator 2 and the second converter 10 are connected.

さらに、統括制御器１３は、第１の変換器制御器１４に対して停止を指令し、第２の変換器制御器１５に対して、第２の変換器１０が発電機２の交流電圧を直流電圧に変換するように制御するように指令し、表示器１２には、第１の変換器４に変えて、第２の変換器１０が発電機２に接続されていることを表示する。   Further, the overall controller 13 instructs the first converter controller 14 to stop, and the second converter 10 supplies the AC voltage of the generator 2 to the second converter controller 15. The controller 12 is instructed to perform control so as to convert it into a DC voltage, and the display 12 displays that the second converter 10 is connected to the generator 2 instead of the first converter 4.

これにより、エンジン１と発電機２が発生する電力を、第２の切替器９、第２の変換器１０を介してインバータ５に供給することが可能となり、車両を駆動することができる。尚、このとき蓄電装置７への充放電を行うことはできない。また、第１の変換器４が短絡故障することが考えられる場合には、直流側も切り離す必要があるため、直流側にも切替器をもうけ、第１の切替器３と同様に制御する構成であってもよい。   Thereby, it becomes possible to supply the electric power which the engine 1 and the generator 2 generate | occur | produce to the inverter 5 via the 2nd switch 9 and the 2nd converter 10, and can drive a vehicle. At this time, charging and discharging of the power storage device 7 cannot be performed. Further, when it is considered that the first converter 4 is short-circuited, it is necessary to disconnect the direct current side, so that a switch is provided on the direct current side and control is performed in the same manner as the first switch 3. It may be.

また、第２の変換器１０が故障した場合は、第２の変換器制御器１５に停止を指令して、第２の変換器１０の動作を止めると共に、第２の切替器９を開放して、蓄電装置７とリアクトル８の直列回路から第１の変換器４を切り離す。この場合も、前述した第１の変換器４の故障時と同様、蓄電装置７への充放電はできなくなるが、エンジン１と発電機２の発生する電力を、第１の切替器３、第１の変換器９を介してインバータ５に供給することが可能であるため、車両を駆動することができる。   If the second converter 10 fails, the second converter controller 15 is instructed to stop, the operation of the second converter 10 is stopped, and the second switch 9 is opened. Thus, the first converter 4 is disconnected from the series circuit of the power storage device 7 and the reactor 8. Also in this case, as in the case of the failure of the first converter 4 described above, charging and discharging to the power storage device 7 cannot be performed, but the electric power generated by the engine 1 and the generator 2 is changed to the first switch 3 The vehicle can be driven because it can be supplied to the inverter 5 via one converter 9.

また、以上述べた構成では、第1の変換器４が故障した場合、第２の切替器９は常に発電機２と第２の変換器１０を接続しているが、制動時及び蓄電装置７からの電力だけで駆動力を確保できる低速度域での力行時には、第２の切替器９をリアクトル８及び蓄電装置７と第２の変換器１０と接続し、それ以外の運転モードでは、発電機２と第２の変換器１０を接続するように、第２の切替器９を運転モードに応じて切り替えることも可能である。   In the configuration described above, when the first converter 4 fails, the second switch 9 always connects the generator 2 and the second converter 10, but at the time of braking and the power storage device 7. At the time of power running in a low speed range where the driving force can be secured only by the electric power from the power source, the second switch 9 is connected to the reactor 8, the power storage device 7, and the second converter 10, and in other operation modes, power generation is performed. It is also possible to switch the second switch 9 according to the operation mode so as to connect the machine 2 and the second converter 10.

図２に、本発明の第２の実施例の鉄道車両駆動システムの構成を示す。尚、図１の構成と同一の構成については、同一の符号を付けて説明を省略する。図２の構成で、図１の構成と異なるのは、蓄電装置７に換えて抵抗器１０１を具備することである。抵抗器１０１は制動時に発生する回生エネルギーを消費するために用いられる。このような構成においても、第１の変換器４が故障した場合、エンジン１と発電機２が発生する電力を、第２の切替器９、第２の変換器１０を介してインバータ５に供給することが可能となり、車両を駆動することができる。尚、このとき回生エネルギーを抵抗器１０１で消費することができないため、車両は機械式ブレーキで制動する必要がある。   FIG. 2 shows the configuration of a railway vehicle drive system according to the second embodiment of the present invention. In addition, about the structure same as the structure of FIG. 1, the same code | symbol is attached | subjected and description is abbreviate | omitted. The configuration of FIG. 2 is different from the configuration of FIG. 1 in that a resistor 101 is provided instead of the power storage device 7. The resistor 101 is used to consume regenerative energy generated during braking. Even in such a configuration, when the first converter 4 fails, the electric power generated by the engine 1 and the generator 2 is supplied to the inverter 5 via the second switch 9 and the second converter 10. And the vehicle can be driven. At this time, since the regenerative energy cannot be consumed by the resistor 101, the vehicle needs to be braked with a mechanical brake.

図１は本発明の実施例１の鉄道車両駆動システムの構成図である。FIG. 1 is a configuration diagram of a railway vehicle drive system according to a first embodiment of the present invention. 図２は本発明の実施例２の鉄道車両駆動システムの構成図である。FIG. 2 is a configuration diagram of a railway vehicle drive system according to a second embodiment of the present invention.

符号の説明Explanation of symbols

１ エンジン
２ 発電機
３ 第１の切替器
４ 第１の変換器
５ インバータ
６ 電動機
７ 蓄電装置
８ リアクトル
９ 第２の切替器
１０ 第２の変換器
１１ 主幹制御器
１２ 表示器
１３ 統括制御器
１４ 第１の変換器制御器
１５ 第２の変換器制御器
１０１ 抵抗器 DESCRIPTION OF SYMBOLS 1 Engine 2 Generator 3 1st switching device 4 1st converter 5 Inverter 6 Electric motor 7 Electric power storage apparatus 8 Reactor 9 2nd switching device 10 2nd converter 11 Master controller 12 Indicator 13 General controller 14 First converter controller 15 Second converter controller 101 Resistor

Claims (5)

エンジンと、
該エンジンにより駆動される発電機と、
第１の切り替え手段と、
該第１の切り替え手段を介して前記発電機と接続される第１の変換器と、
該第１の変換器の発電機と異なる側である第１の直流側に並列に接続された第２の変換器と、
該第２の変換器の前記第１の変換器と異なる側に接続されて、蓄電装置もしくは抵抗器と前記発電機との接続を切り替える第２の切り替え手段と、第１のモードと第２のモードを切り替える制御器とを具備し、
前記制御器は、前記第１の切り替え手段が前記発電機と前記第１の変換器を接続された状態にし、前記発電機の交流出力を前記第１の変換器で直流電圧に変換すると共に、前記第２の切り替え手段が前記蓄電装置もしくは前記抵抗器と前記第２の変換器を接続された状態にし、前記第２の変換器の前記蓄電装置もしくは前記抵抗器との接続側の電力と前記第１の直流側の電力とを前記第２の変換器で変換する第１のモードと、前記第１の切り替え手段が前記発電機と前記第１の変換器を開放された状態にし、前記第２の切り替え手段が前記発電機と前記第２の変換器を接続された状態にし、前記発電機の交流出力を前記第２の変換器で直流電圧に変換する第２のモードと、を切り替えることを特徴とする鉄道車両の駆動システム。 Engine,
A generator driven by the engine;
First switching means;
A first converter connected to the generator via the first switching means;
A second converter connected in parallel to a first DC side which is a different side from the generator of the first converter;
A second switching means connected to a different side of the second converter from the first converter, for switching a connection between a power storage device or a resistor and the generator; a first mode; a second mode; A controller for switching modes,
In the controller, the first switching unit is connected to the generator and the first converter, and the AC output of the generator is converted to a DC voltage by the first converter. The second switching means connects the power storage device or the resistor and the second converter, the power on the connection side of the second converter with the power storage device or the resistor, and the A first mode in which the first converter converts power on the first DC side, and the first switching means opens the generator and the first converter, and The second switching means switches the generator and the second converter to a connected state, and switches between the second mode in which the AC output of the generator is converted to a DC voltage by the second converter. A railway vehicle drive system characterized by 請求項１に記載の鉄道車両の駆動システムにおいて、前記制御器は、前記第１のモードと前記第２のモードのうちで現在のモードを表示する手段を具備することを特徴とする鉄道車両の駆動システム。 The traction system of a railway vehicle according to claim 1, wherein the controller, the railway vehicle, characterized by comprising means for displaying the current mode among the first mode and the second mode Driving system. 請求項１または請求項２に記載の鉄道車両の駆動システムにおいて、前記第１の変換器が使用不能な場合に、前記第２のモードに切り替えることを特徴とする鉄道車両の駆動システム。 The traction system of a railway vehicle according to claim 1 or claim 2, wherein when the first transducer is unavailable, the driving system of the railway vehicle, characterized in that switching to the second mode. 請求項１または請求項２に記載の鉄道車両の駆動システムにおいて、前記第１の変換器が使用不能な場合に、制動時及び低速度域での力行時には前記第１のモードに切り替え、その他の場合は前記第２のモードに切り替えることを特徴とする鉄道車両の駆動システム。 The traction system of a railway vehicle according to claim 1 or claim 2, wherein when the first transducer is unavailable, the switching to the first mode when the power running in the braking and low velocity zones, other drive system for a railway vehicle, characterized in that switching to the second mode if. 請求項１から請求項４に記載の鉄道車両の駆動システムと、前記第１の直流側に並列接続された複数のインバータと、該複数のインバータにより制御され、車両を駆動する複数のモータとを備えたことを特徴とする鉄道車両。 5. The railway vehicle drive system according to claim 1, a plurality of inverters connected in parallel to the first DC side, and a plurality of motors controlled by the plurality of inverters and driving the vehicle. A railway vehicle characterized by comprising.
JP2008168299A 2008-06-27 2008-06-27 Railway vehicle drive system and railway vehicle Expired - Fee Related JP4648431B2 (en)

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005124365A (en) * 2003-10-20 2005-05-12 Toshiba Corp Vehicular power supply device
JP2007336750A (en) * 2006-06-16 2007-12-27 Toshiba Corp Auxiliary power supply for railroad vehicle

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005124365A (en) * 2003-10-20 2005-05-12 Toshiba Corp Vehicular power supply device
JP2007336750A (en) * 2006-06-16 2007-12-27 Toshiba Corp Auxiliary power supply for railroad vehicle

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