WO2014027396A1 - エンジンハイブリッド鉄道車両の推進制御装置 - Google Patents
エンジンハイブリッド鉄道車両の推進制御装置 Download PDFInfo
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- WO2014027396A1 WO2014027396A1 PCT/JP2012/070632 JP2012070632W WO2014027396A1 WO 2014027396 A1 WO2014027396 A1 WO 2014027396A1 JP 2012070632 W JP2012070632 W JP 2012070632W WO 2014027396 A1 WO2014027396 A1 WO 2014027396A1
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- converter
- power converter
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- generator
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- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
-
- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
-
- 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
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
-
- 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
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
-
- 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
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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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
- 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
- Y02T10/64—Electric machine technologies in electromobility
-
- 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
-
- 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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- 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
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a propulsion control device for an engine hybrid railway vehicle.
- a conventional propulsion control device for an engine hybrid railway vehicle drives a generator by an engine, converts AC power generated by the generator into DC power by a converter, and also converts DC power from the converter and DC power from the power storage device. Is converted into alternating current power by an inverter, and the motor is driven by this alternating current power to give propulsive force to the vehicle (for example, Patent Document 1).
- the present invention has been made in view of the above, and an engine hybrid railway vehicle capable of further improving the efficiency of a railway vehicle even when a plurality of motors are driven by a single power converter.
- the purpose is to obtain a propulsion control device.
- the present invention includes a generator driven by an engine and a power storage device as a DC power supply source configured to be connectable to a DC common unit, It is configured to be connectable to the DC common part, and when DC power from the DC common part is input from the first input / output end side, it operates as a DC / AC converter and operates as the first input / output terminal.
- the first input / output end side When desired AC power is output from the second input / output end side different from the first input / output end side and AC power is input from the second input / output end side, the first input / output end side operates as an AC / DC converter and operates as the first First and second power converters that output desired DC power from the input / output end side, a first motor configured to be driven by both the first and second power converters, and the first A second motor configured to be driven by only one power converter;
- the plurality of motors to be divided and the electrical connection destination of the generator are connected from the second input / output end side of the second power converter to the second input / output end side of the first power converter.
- connection state among the plurality of motors, the first power converter, and the second power converter is controlled by the control device, so that one motor is controlled by the first power converter. Since the other motor is driven and driven by the second power converter, even a configuration in which a plurality of motors are driven by one power converter can further increase the efficiency of the railway vehicle. There is an effect that can be.
- FIG. 1 is a configuration diagram of a propulsion control apparatus according to Embodiment 1 of the present invention.
- FIG. 2 is a diagram illustrating a state of each device at the time of departure.
- FIG. 3 is a diagram illustrating an operation when the engine is started using the stored power of the power storage device.
- FIG. 4 is a diagram illustrating an operation when each motor is driven using the generated power of the generator and the stored power of the power storage device.
- FIG. 5 is a diagram illustrating the state of each device during coasting.
- FIG. 6 is a diagram illustrating a state of each device during braking.
- FIG. 7 is a diagram illustrating the state of each device when the vehicle is stopped.
- FIG. 8 is a diagram illustrating a state of each device when the first power converter has failed.
- FIG. 9 is a diagram illustrating the state of each device when the second power converter has failed.
- FIG. 10 is a configuration diagram of the propulsion control device according to the second embodiment of the present invention.
- FIG. 11 is a diagram illustrating a state of each device at the time of departure.
- FIG. 12 is a diagram illustrating an operation when the engine is started using the stored power of the power storage device.
- FIG. 13 is a diagram illustrating an operation when the first motor is driven using the generated power of each generator and the stored power of the power storage device.
- FIG. 14 is a diagram illustrating the state of each device during coasting.
- FIG. 15 is a diagram illustrating a state of each device during braking.
- FIG. 16 is a diagram illustrating a state of each device when the vehicle is stopped.
- FIG. 17 is a diagram illustrating the state of each device when the first power converter has failed.
- FIG. 18 is a diagram illustrating the state of each device when the second power converter has failed.
- FIG. 19 is a diagram illustrating a state of each device when the third power converter has failed.
- propulsion control apparatus for an engine hybrid railway vehicle according to an embodiment of the present invention
- propulsion control apparatus for an engine hybrid railway vehicle according to an embodiment of the present invention
- FIG. 1 is a configuration diagram of a propulsion control apparatus according to Embodiment 1 of the present invention.
- the propulsion control device according to the first embodiment includes a first motor 4, a second motor 4A, a diesel engine 7, a generator 5, a first power converter 1, and a second power converter. 2, the power storage device 9, and the control device 100 that controls the overall operation of the propulsion control device are configured as main components.
- the propulsion control device is interposed between these main components, and the high-speed circuit breaker 10, the first circuit breaker 11, the second circuit breaker 12 for freely changing the power supply path, 3rd circuit breaker 13, 4th circuit breaker 14, 1st contactor 71, 2nd contactor 72, 3rd contactor 73, 4th contactor 74, 5th contactor 75 , And a sixth contactor 76.
- a first charging resistor 30 is connected in parallel to the second breaker 12, and a second charging resistor 31 is connected in parallel to the fourth breaker 14.
- the propulsion control device includes, in addition to these components, a first current detector 60, a second current detector 61, a third current detector 63, a fourth current detector 80, and a fifth current detector.
- Current detector 81 is provided.
- the propulsion control device includes a first voltage detector 50, a second voltage detector 51, a third voltage detector 53, and a fourth voltage detector 54 that detect the voltage.
- the diesel engine 7 is connected to a generator 5 that is one of power supply sources that generate electric power.
- the generator 5 is an AC generator driven by the diesel engine 7. That is, the diesel engine 7 and the generator 5 function as an AC power supply source.
- the generator 5 is connected to the first power converter 1 via the first contactor 71, the fourth contactor 74, and the fifth contactor 75, and the third contactor 73 and the second contactor 73. 4 is connected to the second power converter 2 via a contactor 74.
- the generator 5 also operates as an AC motor when AC power is supplied from the second power converter 2.
- the power storage device 9 is an electrical energy storage device that uses a lithium ion battery, a nickel metal hydride battery, an electric double layer capacitor, a lithium ion capacitor, a flywheel, or the like as a storage means, and as another power supply source that generates power, It is connected to the first power converter 1 through the high-speed circuit breaker 10, the first circuit breaker 11, and the second circuit breaker 12, and charges and discharges DC power. Furthermore, the power storage device 9 is connected to the second power converter 2 via the high-speed circuit breaker 10, the third circuit breaker 13, and the fourth circuit breaker 14, and charges and discharges DC power. .
- the first power converter 1 operates as an AC / DC converter or a DC / AC converter.
- a first motor is provided on the second input / output end A2 side of the first power converter 1 located on the first motor 4 side. 4, regenerative power from the second motor 4 ⁇ / b> A, or AC power generated by the generator 5 is supplied.
- these regenerative power and AC power are converted into DC power, and the DC power is charged in the power storage device 9.
- the first power converter 1 When the first power converter 1 operates as a DC / AC converter, the first input / output terminal A1 located on the DC common unit 20 side of the first power converter 1 is connected to the power storage device 9. DC power or DC power from the second power converter 2 is supplied. In the first power converter 1, these DC power is converted into AC power, and this AC power is supplied to at least one of the first motor 4 and the second motor 4A. The first motor 4 and the second motor 4A are driven by this AC power.
- the rotation shaft of the first motor 4 and the rotation shaft of the second motor 4A are connected to a reduction gear (not shown), respectively, and the rotation shaft rotates to change the axle provided on the reduction gear. The vehicle rotates with the wheels rotating.
- the second power converter 2 operates as an AC / DC converter or a DC / AC converter.
- the second power converter 2 operates as an AC / DC converter
- power is generated by the generator 5 on the second input / output terminal B2 side of the second power converter 2 located on the generator 5 side.
- AC power is supplied.
- the AC power is converted into DC power, and the DC power is charged in the power storage device 9.
- the first motor 4 is provided on the first input / output end B1 side of the second power converter 2 on the DC common portion 20 side. Or the DC power from the power storage device 9 is supplied. In the first power converter 1, this DC power is converted into AC power, and this AC power is supplied to the first motor 4 or the generator 5. The first motor 4 or the generator 5 is driven by this AC power.
- the first motor 4 receives a supply of AC power from the first power converter 1 or AC power from the second power converter 2 and generates a driving force (propulsive force).
- the second motor 4A receives the supply of AC power from the first power converter 1 and generates a driving force.
- the high-speed circuit breaker 10 is inserted between the DC common part 20 and the power storage device 9.
- the first breaker 11 and the second breaker 12 are connected in series and inserted between the DC common unit 20 and the first power converter 1.
- the third breaker 13 and the fourth breaker 14 are connected in series and inserted between the DC common unit 20 and the second power converter 2.
- the sixth contactor 76 is inserted between the first power converter 1 and the second motor 4A.
- the first contactor 71 and the second contactor 72 are connected in series and inserted between the first power converter 1 and the first motor 4.
- the third contactor 73 and the fourth contactor 74 are connected in series and inserted between the second power converter 2 and the generator 5.
- the first contactor 71 and the second contactor 72 are connected at one end, and the third contactor 73 and the fourth contactor 74 are connected at one end.
- a fifth contactor 75 is inserted between the connection end of the first contactor 71 and the second contactor 72 and the connection end of the third contactor 73 and the fourth contactor 74. .
- the third voltage detector 53 detects the voltage EB of the power storage device 9.
- the third current detector 63 detects the direct current IB flowing into and out of the power storage device 9.
- the fourth voltage detector 54 detects the voltage ES of the DC common unit 20.
- the first voltage detector 50 detects the voltage EFC1 of the first filter capacitor 40.
- the first current detector 60 detects a DC current IS1 flowing into and out of the first power converter 1.
- the fourth current detector 80 detects the alternating current IM1 flowing into and out of the first power converter 1.
- the second voltage detector 51 detects the voltage EFC2 of the second filter capacitor 41.
- the second current detector 61 detects the direct current IS2 flowing into and out of the second power converter 2.
- the fifth current detector 81 detects the alternating current IM ⁇ b> 2 flowing into and out of the second power converter 2.
- the first speed detector 90 detects the rotational speed (motor rotational speed) PG1 of the first motor 4.
- the second speed detector 91 detects the rotational speed (generator rotational speed) PG ⁇ b> 2 of the generator 5.
- the third speed detector 93 detects the rotational speed (motor rotational speed) PG3 of the second motor 4A.
- Detected values detected by the above sensors are input to the control device 100 as shown.
- the control device 100 also receives an operation command from a driver's cab (not shown).
- the control device 100 switches the driving mode of the vehicle according to the driving command, and controls signals (PWM1, PWM2) for controlling the switching elements (not shown) of the power converters described above based on the detection values from various sensors, a high-speed circuit breaker. 10 (ON / OFF control signal) (HB), ON / OFF control signals (LB11-22), and contactor ON / OFF control signals (LS11-22). Output to each part to be controlled.
- an answer back from these devices is input to the control device 100.
- FIG. 1 illustration of control signals for the circuit breaker, each circuit breaker, and each contactor is omitted to avoid complication.
- the diesel engine 7, the generator 5, the first motor 4, the second motor 4 ⁇ / b> A, and the power storage device 9 are respectively “ENG1”, “G1”, “M1”, “M2”, Indicated as “BAT”.
- the first power converter 1 and the second power converter 2 are described with a focus on their functions.
- the first power converter 1 operates as an AC / DC converter.
- “CNV1”, and “INV1” corresponds to a case where it operates as a DC / AC converter.
- the case where the second power converter 2 operates as an AC / DC converter is “CNV2”
- the case where the second power converter 2 operates as a DC / AC converter is “INV2”.
- FIG. 2 is a diagram illustrating a state of each device at the time of departure.
- the control device 100 causes the first power converter 1 to perform an inverter operation without using the generator 5 in order to reduce the noise of the diesel engine 7.
- the direct current power from the power storage device 9 is converted into alternating current power to drive the first motor 4 and the second motor 4A.
- the control device 100 turns on the high-speed circuit breaker 10 when confirming that the voltage EB of the power storage device 9 is in a normal range. Moreover, the control apparatus 100 turns ON the 1st circuit breaker 11 when it confirms that the voltage ES of the DC common part 20 is a voltage of a normal range.
- the first filter capacitor 40 is charged while the current is limited by the first charging resistor 30.
- the control device 100 turns on the second circuit breaker 12 and turns on the first charging resistor 30. Short circuit.
- control device 100 confirms that the fifth contactor 75 is off, turns on the sixth contactor 76, turns on the first contactor 71, turns on the second contactor 72, The third contactor 73 is turned off and the fourth contactor 74 is turned off. Then, the control device 100 operates the first power converter 1 as a DC / AC converter (INV1).
- the first power converter 1 DC power from the power storage device 9 is converted into AC power, and the first motor 4 and the second motor 4A are driven by this AC power, and the vehicle travels. Other devices are turned off. According to this operation, since the first motor 4 and the second motor 4A are driven using the stored power of the power storage device 9, the noise of the diesel engine 7 can be reduced.
- FIG. 3 is a diagram illustrating an operation when the diesel engine 7 is started using the stored power of the power storage device 9.
- the control device 100 turns on the third circuit breaker 13.
- the second filter capacitor 41 is charged while turning on and limiting the current with the second charging resistor 31.
- the control device 100 confirms that the second filter capacitor 41 has been charged to a predetermined voltage by the voltage EFC2 detected by the second voltage detector 51, the control device 100 turns on the fourth circuit breaker 14.
- the second charging resistor 31 is short-circuited.
- the control device 100 confirms that the fifth contactor 75 is off, and turns on the third contactor 73 and turns on the fourth contactor 74. Then, the control device 100 operates the second power converter 2 as a DC / AC converter (INV2).
- DC power from the power storage device 9 is converted into AC power, and the generator 5 is operated as a motor by this AC power to start the diesel engine 7.
- FIG. 4 is a diagram showing an operation when each motor is driven using the generated power of the generator 5 and the stored power of the power storage device 9.
- the control device 100 temporarily stops the inverter operation of the second power converter 2 and then changes the second power converter 2 to the AC / DC converter (CNV2). ). Then, the control device 100 operates the first power converter 1 as a DC / AC converter (INV1).
- first power converter 1 DC power from the power storage device 9 and the second power converter 2 is converted into AC power, and the first motor 4 and the second motor 4A are driven by this AC power.
- the vehicle accelerates.
- FIG. 5 is a diagram showing the state of each device during coasting.
- the control device 100 stops the inverter operation of the first power converter 1, turns off the first circuit breaker 11, and turns off the second circuit breaker 12.
- SOC State of Charge
- the state of charge (SOC: State of Charge) of the power storage device 9 is low, power generation by the generator 5 driven by the diesel engine 7 is continued, and the generated power is DC by the second power converter 2. It is converted into electric power and the power storage device 9 is charged.
- the SOC value of the power storage device 9 is obtained from information from a battery monitoring device (not shown), the voltage EB of the power storage device 9, the current IB, and the like.
- FIG. 6 is a diagram showing the state of each device during braking.
- control device 100 operates first motor 4 and second motor 4 ⁇ / b> A as a generator, and regenerative power from these motors is input to first power converter 1.
- the control device 100 operates the first power converter 1 as an AC / DC converter (CNV1), and in the first power converter 1, the regenerative power from the first motor 4 and the second motor 4A is direct current. It is converted into electric power (regenerative braking), and this DC power is charged in the power storage device 9.
- CNV1 AC / DC converter
- the control device 100 drives the diesel engine 7 and the generated power from the generator 5 is sent to the second power converter 2. Entered.
- the control device 100 operates the second power converter 2 as an AC / DC converter (CNV2), and the second power converter 2 converts the generated power from the generator 5 into DC power.
- the DC power is charged in the power storage device 9.
- the control device 100 operates the second power converter 2 as a DC / AC converter (INV2).
- the AC power from the first power converter 1 is input to the second power converter 2 via the DC common unit 20, and the second power converter 2 converts this AC power into DC power to generate power.
- the machine 5 is operated as a motor. Therefore, the diesel engine 7 operates as an engine brake (and also an exhaust brake), and electric power is consumed.
- FIG. 6 shows a state where the SOC of the power storage device 9 is higher than a predetermined value in order to simplify the description.
- the regenerative braking can be continued by the operation shown in FIG. 6 and consumption of the brake shoe can be suppressed. As a result, it is possible to suppress a strange odor associated with wear of the brake shoe, to extend the life of the brake shoe, to further extend its replacement period, and to reduce costs.
- FIG. 7 is a diagram showing the state of each device when the vehicle is stopped.
- the control device 100 When the vehicle is stopped, for example, when the power consumption (lighting, air conditioning, etc.) in the vehicle by an auxiliary power device (not shown) is large, or when the SOC of the power storage device 9 is lower than a predetermined value, the control device 100 The diesel engine 7 is driven, and the generated power from the generator 5 is input to the second power converter 2.
- the control device 100 operates the second power converter 2 as an AC / DC converter (CNV2), and the second power converter 2 converts the generated power from the generator 5 into DC power. DC power is charged in the power storage device 9.
- CNV2 AC / DC converter
- the control device 100 stops the diesel engine 7. As a result, noise reduction and fuel consumption of the diesel engine 7 can be suppressed.
- FIG. 8 is a diagram showing the state of each device when the first power converter 1 fails.
- the control device 100 detects a failure of the first power converter 1, first, the first breaker 11, the second breaker 12, the first contactor 71, and the sixth contactor. Turn off 76.
- the first input / output terminal A1 of the first power converter 1 is disconnected from the power storage device 9, and the second input / output terminal A2 of the first power converter 1 is connected to the first motor 4 and Disconnected from the second motor 4A.
- control device 100 stops the converter operation of the second power converter 2, and further turns off the fourth contactor 74. As a result, the second input / output terminal B ⁇ b> 2 of the second power converter 2 is disconnected from the generator 5.
- the control device 100 turns on the fifth contactor 75 and operates the second power converter 2 as a DC / AC converter (INV2). .
- the second power converter 2 drives the first motor 4 by converting DC power from the power storage device 9 into AC power.
- FIG. 8 shows a state where the SOC of the power storage device 9 is higher than a predetermined value in order to simplify the description.
- the control device 100 stops the inverter operation of the second power converter 2. In addition, the control device 100 turns off the fifth contactor 75 and turns on the fourth contactor 74. As a result, the second input / output terminal B2 of the second power converter 2 is disconnected from the first motor 4. Thereafter, the control device 100 causes the second power converter 2 to operate as an AC / DC converter (CNV2). The second power converter 2 converts the generated power from the generator 5 into DC power and charges the power storage device 9.
- CNV2 AC / DC converter
- FIG. 9 is a diagram illustrating the state of each device when the second power converter 2 fails.
- the control device 100 detects a failure of the second power converter 2, as shown in FIG. 9, the third breaker 13, the fourth breaker 14, and the third contactor 73. Turn off. As a result, the first input / output terminal B1 of the second power converter 2 is disconnected from the power storage device 9, and the second input / output terminal B2 of the second power converter 2 is disconnected from the generator 5. It is.
- the control device 100 turns off the fifth contactor 75 and operates the first power converter 1 as a DC / AC converter (INV1).
- the first motor 4 and the second motor 4A are driven using the stored power of the power storage device 9.
- the control device 100 stops the inverter operation of the first power converter 1 and further turns the second contactor 72 and the sixth contactor 76 on. Turn off. As a result, the second input / output terminal A2 of the first power converter 1 is disconnected from the first motor 4 and the second motor 4A. Thereafter, the control device 100 turns on the fifth contactor 75 and causes the first power converter 1 to operate as an AC / DC converter (CNV1). In the first power converter 1, the power generated by the generator 5 is converted into DC power, and this DC power is charged in the power storage device 9.
- CNV1 AC / DC converter
- the control device 100 turns on the sixth contactor 76, turns off the first contactor 71, turns on the second contactor 72, and turns on the third contactor 73 according to the load of the vehicle and the route state.
- second power converter 2 is DC Operate as / AC converter (INV2).
- the second motor 4 ⁇ / b> A is controlled by the first power converter 1, and the first motor 4 is controlled by the second power converter 2. According to this operation, each motor can be individually controlled as compared with the case where a plurality of motors are driven by one power conversion device, so that the vehicle performance can be improved.
- first motor 4 and one second motor 4A are used.
- the number of first motors 4 and second motors 4A is limited to this. Instead, there may be a plurality of first motors 4 and second motors 4A, or only one motor may be two or more.
- first contactor 71 and the second contactor 72 are provided between the first power converter 1 and each first motor 4. Each is provided.
- a plurality of fifth contactors 75 are provided in association with the first motor 4.
- power storage as a DC power supply source configured to be connectable to the generator 5 driven by the diesel engine 7 and the DC common unit 20.
- Each of the devices 9 is configured to be connectable to the DC common unit 20 and operates as a DC / AC converter when the DC power from the DC common unit 20 is input from the first input / output terminal A1 side. Then, desired AC power is output from the second input / output end sides A2 and B2 different from the first input / output ends A1 and B1, and the AC power is input from the second input / output ends A2 and B2 side.
- the first and second power converters 1 and 2 that operate as AC / DC converters and output desired DC power from the first input / output terminals A1 and B1 side, Configured to be driven by both second power converters A plurality of motors divided into a first motor 4 and a second motor 4A configured to be driven only by the first power converter 1, and an electrical connection destination of the generator 5, Switching from the second input / output terminal B2 side of the second power converter 2 to the second input / output terminal A2 side of the first power converter 1, or the electrical connection destination of the first motor 4 A group of switches (71, 72, 73, 74, switching from the second input / output end A1 side of the first power converter 1 to the second input / output end B2 side of the second power converter 2) 75) and the operations of the first power converter 1, the second power converter 2, and the switch group are controlled according to the operation modes of the first and second power converters 1 and 2.
- control device 100 a control unit (control device 100).
- the connection state between the plurality of motors, the first power converter 1 and the second power converter 2 is controlled, and one motor is driven by the first power converter 1, and the other The motor is driven by the second power converter 2.
- the efficiency of the railway vehicle can be further increased.
- each motor can be individually controlled as compared with the case where a plurality of motors are driven by a single power converter, the vehicle performance can be improved.
- the control device 100 sets the second power converter 2 when the SOC of the power storage device 9 is lower than a predetermined value.
- the second power converter 2 is operated as a DC / AC converter so that the generator 5 is supplied with AC power from the second power converter 2 and the diesel engine 7 is started.
- the power storage device 9 is operated as a converter to supply DC power from the second power converter 2 and the SOC of the power storage device 9 is higher than a predetermined value
- the second power converter 2 is operated as a DC / AC converter so that the first motor 4 is supplied with AC power from the second power converter 2.
- the inverter operation and the converter operation by the second power converter 2 are repeated, and even when the first power converter 1 breaks down, it is possible to evacuate to the nearest station or the like without getting stuck on the main line and disturbing the diagram. Furthermore, it is possible to drive the vehicle by driving the diesel engine 7 to the lower limit of the light oil capacity of a fuel tank (not shown) mounted on the vehicle.
- the control device 100 when the second power converter 2 fails, has the first power converter 1 when the SOC of the power storage device 9 is lower than a predetermined value. Is operated as a DC / AC converter so that the generator 5 is supplied with AC power from the first power converter 1, and after the diesel engine 7 is started, the first power converter 1 is connected to the AC / AC converter.
- the power storage device 9 is operated as a DC converter to supply DC power from the first power converter 1 and the SOC of the power storage device 9 is higher than a predetermined value
- the first power conversion The device 1 is operated as a DC / AC converter so that the first motor 4 is supplied with AC power from the first power converter 1.
- the inverter operation and the converter operation by the first power converter 1 are repeated, and even when the second power converter 2 breaks down, it is possible to evacuate to the nearest station or the like without getting stuck on the main line and disturbing the diagram. Furthermore, it is possible to drive the vehicle by driving the diesel engine 7 to the lower limit of the light oil capacity of a fuel tank (not shown) mounted on the vehicle.
- FIG. FIG. 10 is a configuration diagram of the propulsion control device according to the second embodiment of the present invention.
- the difference from the first embodiment is that the third power converter 3 connected to the DC common unit 20, the generator 5A connected to the third power converter 3, and the generator 5A are connected.
- a diesel engine 7 ⁇ / b> A is added, and a control device 110 is used instead of the control device 100.
- the same reference numerals are given to the same parts as those in the first embodiment, and the description thereof is omitted, and only different parts will be described here.
- the propulsion control device includes a first motor 4, a second motor 4A, a diesel engine 7, a generator 5, a diesel engine 7A, a generator 5A, a control device 110,
- the first power converter 1, the second power converter 2, the third power converter 3, and the power storage device 9 are configured as main components.
- the second motor 4 ⁇ / b> A is omitted to simplify the description, but the second motor 4 ⁇ / b> A may be provided similarly to the first embodiment, or the second motor 4 ⁇ / b> A may be omitted. May be.
- the diesel engine 7A is connected to a generator 5A that is one of power supply sources that generate electric power.
- the generator 5 ⁇ / b> A is an AC generator driven by the diesel engine 7 ⁇ / b> A, and AC power is supplied from the third power converter 3 to operate as an AC motor.
- the third power converter 3 operates as an AC / DC converter or a DC / AC converter.
- the third power converter 3 operates as an AC / DC converter
- power is generated by the generator 5A on the second input / output terminal C2 side of the third power converter 3 located on the generator 5A side.
- AC power is supplied.
- this AC power is converted into DC power, and this DC power is charged in the power storage device 9.
- the third power converter 3 When the third power converter 3 operates as a DC / AC converter, the first input / output terminal C1 located on the DC common unit 20 side of the third power converter 3 is connected to the power storage device 9. DC power is supplied. In the third power converter 3, this DC power is converted into AC power, and this AC power is supplied to the generator 5A to drive the generator 5A.
- the fifth current breaker 15 and the sixth current breaker 16 are connected in series and inserted between the DC common unit 20 and the third power converter 3.
- the fifth voltage detector 52 detects the voltage EFC3 of the third filter capacitor 42.
- the fourth current detector 62 detects the direct current IS3 flowing into and out of the third power converter 3.
- the sixth current detector 82 detects the alternating current IM3 flowing into and out of the third power converter 3.
- the fourth speed detector 92 detects the rotational speed (generator rotational speed) PG4 of the generator 5A. Detection values detected by each of these sensors are input to the control device 110. In addition to these detection values, the control device 110 receives the same detection values as those input to the control device 100 according to the first embodiment, and also inputs an operation command from a driver's cab (not shown). Is done.
- the control device 110 switches the driving mode of the vehicle according to the driving command, and controls signals (PWM1, PWM2, PWM3) for controlling the switching elements (not shown) of the power converters described above based on the detection values from various sensors, high speed A signal (HB) for controlling ON / OFF of the circuit breaker 10, a signal (LB11 to 32) for controlling ON / OFF of each breaker, and a signal (LS11 to 22) for controlling ON / OFF of each contactor Generate and output to each part to be controlled.
- the answerback of these devices is input to the control device 110.
- the diesel engine 7A and the generator 5A are denoted as “ENG2” and “G2”, respectively.
- the third power converter 3 has a notation focusing on its function, and the case where the third power converter 3 operates as an AC / DC converter is “CNV3”, and the DC / AC converter Is “INV3”.
- FIG. 11 is a diagram showing the state of each device at the time of departure.
- the control device 110 causes the first power converter 1 to perform an inverter operation in order to reduce noise of the diesel engine 7 and the diesel engine 7A.
- the first power converter 1 DC power from the power storage device 9 is converted into AC power, and the first motor 4 is driven by this AC power.
- the control device 110 when it is confirmed that the voltage EB of the power storage device 9 is in a normal range, the control device 110 turns on the high-speed circuit breaker 10. Moreover, the control apparatus 110 turns ON the 1st circuit breaker 11, when it confirms that the voltage ES of the direct current
- control device 110 confirms that the fifth contactor 75 is off, turns on the first contactor 71, turns on the second contactor 72, turns off the third contactor 73, The fourth contactor 74 is turned off. Then, the control device 110 operates the first power converter 1 as a DC / AC converter (INV1). In the first power converter 1, the DC power from the power storage device 9 is converted into AC power, and the first motor 4 is driven by this AC power, and the vehicle travels. Other devices are turned off. According to this operation, since the first motor 4 is driven using the stored power of the power storage device 9, the noise of the diesel engines 7, 7A is reduced.
- FIG. 12 is a diagram illustrating an operation when the diesel engines 7 and 7A are started using the stored power of the power storage device 9.
- a predetermined speed may be a predetermined travel distance, a predetermined time, a driver's operation, or a command from the railway system
- the control device 110 turns on the third circuit breaker 13
- the second filter capacitor 41 is charged while the current is limited by the second charging resistor 31.
- the control device 110 confirms that the second filter capacitor 41 has been charged to a predetermined voltage based on the voltage detected by the second power converter 51
- the control device 110 turns on the fourth circuit breaker 14, The second charging resistor 31 is short-circuited.
- control device 110 confirms that the fifth contactor 75 is off, turns on the third contactor 73 and turns on the fourth contactor 74. Then, the control device 110 operates the second power converter 2 as a DC / AC converter (INV2). In the second power converter 2, the DC power from the power storage device 9 is converted into AC power, and the generator 5 is operated as a motor by the AC power to start the diesel engine 7.
- the control device 110 turns on the fifth circuit breaker 15 and charges the third filter capacitor 42 while limiting the current with the third charging resistor 32.
- the control device 110 confirms that the third filter capacitor 42 has been charged to a predetermined voltage based on the voltage detected by the fifth voltage detector 52, the control device 110 turns on the sixth circuit breaker 16, The third charging resistor 32 is short-circuited.
- the control device 110 operates the third power converter 3 as a DC / AC converter (INV3).
- the DC power from the power storage device 9 is converted into AC power, and the generator 5A is operated as a motor by this AC power to start the diesel engine 7A.
- the maximum value of the discharge power from the power storage device 9 can be reduced by shifting the start timing of the diesel engine 7 and the diesel engine 7A. It can be suppressed and the life can be extended.
- the diesel engine 7A may be started after the control device 110 confirms that the diesel engine 7 has started. If comprised in this way, the influence by the noise of the diesel engines 7 and 7A can be reduced, for example, when the vehicle exists in the vicinity of a place with many people, such as a station, due to the surrounding situation of the vehicle.
- the two diesel engines 7, 7A may be started from either.
- FIG. 13 is a diagram illustrating an operation when the first motor 4 is driven using the generated power of each generator and the stored power of the power storage device 9.
- the control device 110 temporarily stops the inverter operation of the second power converter 2 and then changes the second power converter 2 to the AC / DC converter. Restart as (CNV2).
- the control device 110 temporarily stops the inverter operation of the third power converter 3, and then restarts the third power converter 3 as an AC / DC converter (CNV3).
- the control device 110 operates the first power converter 1 as a DC / AC converter (INV1).
- In the first power converter 1 DC power from the power storage device 9, the second power converter 2, and the third power converter 3 is converted into AC power, and the first motor 4 is converted by this AC power. Is driven and the vehicle accelerates.
- FIG. 14 is a diagram showing the state of each device during coasting.
- the control device 110 stops the inverter operation of the first power converter 1, turns off the first circuit breaker 11, and turns off the second circuit breaker 12.
- SOC State of Charge
- the state of charge (SOC: State of Charge) of the power storage device 9 is low, power generation of the generator 5 driven by the diesel engine 7 is continued, and the generated power is generated by the second power converter 2.
- the electric power storage device 9 is charged after being converted into DC power.
- the power generation of the generator 5A driven by the diesel engine 7A is continued, and the generated power is converted into DC power by the third power converter 3 and charged in the power storage device 9.
- either the diesel engine 7 or 7 ⁇ / b> A may be stopped to reduce the total generated power, thereby reducing the noise of the diesel engine.
- FIG. 15 is a diagram showing the state of each device during braking.
- control device 110 operates first motor 4 as a generator, and regenerative power from first motor 4 is input to first power converter 1.
- the control device 110 operates the first power converter 1 as an AC / DC converter (CNV1), and the first power converter 1 converts the regenerative power from the first motor 4 into DC power,
- the power storage device 9 is charged.
- the control device 110 drives the diesel engine 7, and the generated power from the generator 5 is the second power converter 2. Is input.
- the control device 110 operates the second power converter 2 as an AC / DC converter (CNV2), and the second power converter 2 converts the generated power from the generator 5 into DC power, The power storage device 9 is charged.
- the control device 110 drives the diesel engine 7 ⁇ / b> A, and the generated power from the generator 5 ⁇ / b> A is input to the third power converter 3.
- the control device 110 operates the third power converter 3 as an AC / DC converter (CNV3), and the third power converter 3 converts the generated power from the generator 5A into DC power, The power storage device 9 is charged.
- the control device 110 operates the second power converter 2 as a DC / AC converter (INV2).
- the AC power from the first power converter 1 is input to the second power converter 2, and the second power converter 2 converts this AC power into DC power and operates the generator 5 as a motor.
- the diesel engine 7 is operated as an engine brake (or an exhaust brake) to consume electric power.
- the control device 110 operates the third power converter 3 as a DC / AC converter (INV3).
- the AC power from the first power converter 1 is input to the third power converter 3, and the third power converter 3 converts this AC power into DC power and operates the generator 5A as a motor.
- the diesel engine 7A is operated as an engine brake (and further an exhaust brake) to consume electric power.
- FIG. 15 shows a state where the SOC of the power storage device 9 is higher than a predetermined value in order to simplify the description.
- the operation shown in FIG. 15 allows the regenerative braking to be continued and brake shoe wear to be suppressed. Therefore, it is possible to suppress a strange odor associated with wear of the brake shoe, to extend the life of the brake shoe, to extend its replacement period, and to reduce costs.
- the propulsion control device according to the second embodiment may be configured to operate only one of the diesel engines 7 and 7A as an engine brake. If comprised in this way, the noise of the diesel engines 7 and 7A can be reduced.
- FIG. 16 is a diagram illustrating the state of each device when the vehicle is stopped.
- the control device 110 When the vehicle is stopped, for example, when the power consumption in the vehicle by an auxiliary power device (not shown) is large, or when the SOC of the power storage device 9 is lower than a predetermined value, the control device 110 The diesel engine 7 is driven, and the generated power from the generator 5 is input to the second power converter 2.
- the control device 110 operates the second power converter 2 as an AC / DC converter (CNV2), and the second power converter 2 converts the generated power from the generator 5 into DC power, The power storage device 9 is charged.
- CNV2 AC / DC converter
- the control device 110 drives the diesel engine 7A, and the generated power from the generator 5A is input to the third power converter 3. .
- the control device 110 operates the third power converter 3 as an AC / DC converter (CNV3), and the third power converter 3 converts the generated power from the generator 5A into DC power, The power storage device 9 is charged.
- the control device 110 stops the diesel engine 7 or the diesel engine 7A. This can reduce noise and fuel consumption.
- FIG. 17 is a diagram illustrating the state of each device when the first power converter 1 fails.
- the control device 110 When detecting a failure of the first power converter 1, the control device 110 first turns off the first breaker 11, the second breaker 12, and the first contactor 71. As a result, the first input / output terminal A1 of the first power converter 1 is disconnected from the power storage device 9, and the second input / output terminal A2 of the first power converter 1 is disconnected from the first motor 4. Disconnected.
- the control device 110 stops the converter operation of the second power converter 2, and further turns off the fourth contactor 74.
- the second input / output terminal B ⁇ b> 2 of the second power converter 2 is disconnected from the generator 5.
- the control device 110 turns on the fifth contactor 75, operates the second power converter 2 as a DC / AC converter (INV2), and causes the third power converter 3 to operate as an AC / DC converter. Operate as (CNV3).
- the DC power converted by the third power converter 3 is supplied to the second power converter 2, and the second power converter 2 includes the power storage device 9 and the third power converter 3.
- the first motor 4 is driven by converting the DC power from the AC power into AC power.
- the second power converter 2 is operated as an inverter and the third power converter 3 is operated as a converter. be able to. Therefore, the diesel engine 7A can be driven to the lower limit of the light oil capacity of the fuel tank mounted on the vehicle to drive the vehicle, and the first motor 4 can be continuously driven. In comparison, the vehicle speed can be increased, or the travel distance can be extended.
- FIG. 18 is a diagram illustrating the state of each device when the second power converter 2 fails.
- the controller 110 detects a failure of the second power converter 2, as shown in FIG. 18, the third breaker 13, the fourth breaker 14, and the third contactor 73. Turn off. As a result, the first input / output terminal B1 of the second power converter 2 is disconnected from the power storage device 9, and the second input / output terminal B2 of the second power converter 2 is disconnected from the generator 5. It is.
- the control device 110 turns off the fifth contactor 75 and operates the first power converter 1 as a DC / AC converter (INV1). Then, the third power converter 3 is operated as an AC / DC converter (CNV3).
- the DC power converted by the third power converter 3 is supplied to the first power converter 1, and the first power converter 1 includes the power storage device 9 and the third power converter 3.
- the first motor 4 is driven by converting the DC power from the AC power into AC power.
- the first power converter 1 is operated as an inverter and the third power converter 3 is operated as a converter. be able to. Therefore, the lower limit diesel engine 7A of the light oil capacity of a fuel tank (not shown) mounted on the vehicle can be driven to drive the vehicle, and the first motor 4 can be continuously driven. The vehicle speed can be increased or the travel distance can be extended as compared with the first embodiment.
- FIG. 19 is a diagram illustrating the state of each device when the third power converter 3 fails.
- the control device 110 turns off the fifth circuit breaker 15 and the sixth circuit breaker 16, as shown in FIG.
- the first input / output terminal C1 of the third power converter 3 is disconnected from the power storage device 9
- the second input / output terminal C2 of the third power converter 3 is disconnected from the generator 5A. It is.
- the control device 110 turns off the fifth contactor 75 and operates the first power converter 1 as a DC / AC converter (INV1).
- the second power converter 2 is operated as an AC / DC converter (CNV2). Accordingly, the DC power converted by the second power converter 2 is supplied to the first power converter 1, and the first power converter 1 includes the power storage device 9 and the second power converter 2.
- the first motor 4 is driven by converting the DC power from the AC power into AC power.
- the first power converter 1 is operated as an inverter and the second power converter 2 is operated as a converter. be able to. Therefore, the diesel engine 7 can be driven to the lower limit of the light oil capacity of a fuel tank (not shown) mounted on the vehicle, the vehicle can be driven, and the first motor 4 can be continuously driven. Compared with Embodiment 1, the vehicle speed can be increased, or the travel distance can be extended.
- the generator is a first generator (7A) driven by the first engine (7) and the second engine (7A), respectively. 5) and the second generator (5A), which are configured to be connectable to the DC common unit 20, and the DC power from the DC common unit 20 is input from the first input / output terminal C1 side Operates as a DC / AC converter, outputs desired AC power from the second input / output terminal C2 side different from the first input / output terminal C1, and supplies it to the second generator 5A.
- AC power from the second generator 5A is input from the second input / output terminal C2 side, it operates as an AC / DC converter and outputs desired DC power from the first input / output terminal C1 side.
- a third power converter 3 that controls the control device 110 to include the first power converter.
- the third power converter 3 is operated as a DC / AC converter, and the second power generator 5A is supplied with AC power from the third power converter 3, and the power generator After the start of 5A, the third power converter 3 is operated as an AC / DC converter so that the DC common unit 20 is supplied with DC power from the third power converter 3. .
- the second power converter 2 can be operated as an inverter and the third power converter 3 can be operated as a converter.
- the diesel engine can be driven to the lower limit of the light oil capacity of No), and the vehicle can be run, and the vehicle speed can be increased or the travel distance can be extended as compared with the first embodiment.
- the control device 110 causes the third power converter 3 to be connected to the DC / DC.
- the third power converter 3 is operated after the second engine (7A) is started by operating as an AC converter and supplying the second generator with AC power from the third power converter 3. It is configured to operate as an AC / DC converter and to supply the DC power from the third power converter 3 to the DC common unit 20. Therefore, even when the second power converter 2 fails, the first power converter 1 can be operated as an inverter and the third power converter 3 can be operated as a converter.
- the diesel engine can be driven to the lower limit of the light oil capacity of No), and the vehicle can be run, and the vehicle speed can be increased or the travel distance can be extended as compared with the first embodiment.
- the propulsion control device is configured such that the motor 4 configured to be drivable by the first power converter 1 and the electrical connection destination of the generator 5 are the second power conversion.
- the second input / output terminal B2 side of the converter 2 is switched to the second input / output terminal A2 side of the first power converter 1, or the electrical connection destination of the motor (4) is changed to the first power.
- a switch group (71, 72, 73, 74, 75) for switching from the second input / output terminal A1 side of the converter 1 to the second input / output terminal B2 side of the second power converter 2;
- a control unit (control device 100) for controlling the operations of the first power converter 1, the second power converter 2, and the switch group according to the operation modes of the second power converters 1 and 2. 110).
- the first input / output end side described in the first and second embodiments represents a terminal side in which, for example, switching elements are connected in series, and a plurality of the serially connected switching elements are connected in parallel.
- the input / output end side of is connected to the switching elements in series and represents the terminal side of the series connection point.
- the propulsion control device for an engine hybrid railway vehicle shown in the present embodiment shows an example of the content of the present invention, and can be combined with another known technique, or the present invention. Of course, it is possible to change and configure such as omitting a part without departing from the gist of the present invention.
- the present invention can be applied to a propulsion control apparatus for an engine hybrid railway vehicle.
- the railway vehicle has a further high efficiency. This is useful as an invention that can be realized.
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Abstract
Description
図1は、本発明の実施の形態1に係る推進制御装置の構成図である。実施の形態1に係る推進制御装置は、第1のモータ4と、第2のモータ4Aと、ディーゼルエンジン7と、発電機5と、第1の電力変換器1と、第2の電力変換器2と、電力貯蔵装置9と、推進制御装置全体の動作を統括する制御装置100とを主要構成部として構成される。
図10は、本発明の実施の形態2に係る推進制御装置の構成図である。実施の形態1との相違点は、直流共通部20に接続された第3の電力変換器3と、第3の電力変換器3に接続された発電機5Aと、発電機5Aに接続されたディーゼルエンジン7Aとが追加されている点と、制御装置100の代わりに制御装置110が用いられている点である。以下、実施の形態1と同一部分には同一符号を付してその説明を省略し、ここでは異なる部分についてのみ述べる。
Claims (6)
- エンジンで駆動される発電機と、
直流共通部に接続可能に構成される直流電力供給源としての電力貯蔵装置と、
それぞれが前記直流共通部に接続可能に構成され、前記直流共通部からの直流電力が第1の入出力端側から入力された場合にはDC/AC変換器として動作して前記第1の入出力端とは異なる第2の入出力端側から所望の交流電力を出力し、前記第2の入出力端側から交流電力が入力された場合にはAC/DC変換器として動作して前記第1の入出力端側から所望の直流電力を出力する第1および第2の電力変換器と、
前記第1および第2の電力変換器の双方で駆動可能に構成される第1のモータと、前記第1の電力変換器のみで駆動可能に構成される第2のモータとに区分される複数のモータと、
前記発電機の電気的な接続先を、前記第2の電力変換器の第2の入出力端側から前記第1の電力変換器の第2の入出力端側に切り替え、または前記第1のモータの電気的な接続先を、前記第1の電力変換器の第2の入出力端側から前記第2の電力変換器の第2の入出力端側に切り替える開閉器群と、
前記第1および第2の電力変換器の動作態様に応じて、前記第1の電力変換器、前記第2の電力変換器および前記開閉器群の動作を制御する制御部と、
を備えたことを特徴とするエンジンハイブリッド鉄道車両の推進制御装置。 - 前記制御部は、
前記第1の電力変換器が故障した場合、前記電力貯蔵装置の充電状態が所定の値より低いときには、前記第2の電力変換器をDC/AC変換器として動作させて前記発電機に前記第2の電力変換器からの交流電力を供給させ、前記エンジンが始動した後に前記第2の電力変換器をAC/DC変換器として動作させて前記電力貯蔵装置に前記第2の電力変換器からの直流電力を供給させ、
前記電力貯蔵装置の充電状態が所定の値より高いときには、前記第2の電力変換器をDC/AC変換器として動作させて前記第1のモータに前記第2の電力変換器からの交流電力を供給させることを特徴とする請求項1に記載のエンジンハイブリッド鉄道車両の推進制御装置。 - 前記発電機は、それぞれが第1のエンジンと第2のエンジンで駆動される第1の発電機と第2の発電機とに区分され、
前記直流共通部に接続可能に構成され、前記直流共通部からの直流電力が第1の入出力端側から入力された場合にはDC/AC変換器として動作して第1の入出力端とは異なる第2の入出力端側から所望の交流電力を出力して前記第2の発電機に供給し、前記第2の発電機からの交流電力が第2の入出力端側から入力された場合にはAC/DC変換器として動作して第1の入出力端側から所望の直流電力を出力する第3の電力変換器と、
と備え、
前記制御部は、
前記第1の電力変換器が故障した場合、前記第3の電力変換器をDC/AC変換器として動作させて前記第2の発電機に前記第3の電力変換器からの交流電力を供給させ、前記発電機が始動した後に前記第3の電力変換器をAC/DC変換器として動作させて前記直流共通部に前記第3の電力変換器からの直流電力を供給させることを特徴とする請求項2に記載のエンジンハイブリッド鉄道車両の推進制御装置。 - 前記制御部は、
前記第2の電力変換器が故障した場合、前記電力貯蔵装置の充電状態が所定の値より低いときには、前記第1の電力変換器をDC/AC変換器として動作させて前記発電機に前記第1の電力変換器からの交流電力を供給させ、前記エンジンが始動した後に前記第1の電力変換器をAC/DC変換器として動作させて前記電力貯蔵装置に前記第1の電力変換器からの直流電力を供給させ、
前記電力貯蔵装置の充電状態が所定の値より高いときには、前記第1の電力変換器をDC/AC変換器として動作させて前記第1のモータに前記第1の電力変換器からの交流電力を供給させることを特徴とする請求項1に記載のエンジンハイブリッド鉄道車両の推進制御装置。 - 前記発電機は、それぞれが第1のエンジンと第2のエンジンで駆動される第1の発電機と第2の発電機とに区分され、
前記直流共通部に接続可能に構成され、前記直流共通部からの直流電力が第1の入出力端側から入力された場合にはDC/AC変換器として動作して第1の入出力端とは異なる第2の入出力端側から所望の交流電力を出力して前記第2の発電機に供給し、前記第2の発電機からの交流電力が第2の入出力端側から入力された場合にはAC/DC変換器として動作して第1の入出力端側から所望の直流電力を出力する第3の電力変換器と、
とを備え、
前記制御部は、
前記第2の電力変換器が故障した場合、前記電力貯蔵装置の充電状態が所定の値より低いときには、前記第3の電力変換器をDC/AC変換器として動作させて前記第2の発電機に前記第3の電力変換器からの交流電力を供給させ、前記第2のエンジンが始動した後に前記第3の電力変換器をAC/DC変換器として動作させて前記直流共通部に前記第3の電力変換器からの直流電力を供給させることを特徴とする請求項4に記載のエンジンハイブリッド鉄道車両の推進制御装置。 - エンジンで駆動される発電機と、
直流共通部に接続可能に構成される直流電力供給源としての電力貯蔵装置と、
それぞれが前記直流共通部に接続可能に構成され、前記直流共通部からの直流電力が第1の入出力端側から入力された場合にはDC/AC変換器として動作して前記第1の入出力端とは異なる第2の入出力端側から所望の交流電力を出力し、前記第2の入出力端側から交流電力が入力された場合にはAC/DC変換器として動作して前記第1の入出力端側から所望の直流電力を出力する第1および第2の電力変換器と、
前記第1および第2の電力変換器の双方で駆動可能に構成されるモータと、
前記発電機の電気的な接続先を、前記第2の電力変換器の第2の入出力端側から前記第1の変換器の第2の入出力端側に切り替え、または前記モータの電気的な接続先を、前記第1の電力変換器の第2の入出力端側から前記第2の電力変換器の第2の入出力端側に切り替える開閉器群と、
前記第1および第2の電力変換器の動作態様に応じて、前記第1の電力変換器、前記第2の電力変換器および前記開閉器群の動作を制御する制御部と、
を備えたことを特徴とするエンジンハイブリッド鉄道車両の推進制御装置。
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AU2012387794A AU2012387794B2 (en) | 2012-08-13 | 2012-08-13 | Propulsion control device of engine hybrid railroad vehicle |
EP12891403.3A EP2883740B1 (en) | 2012-08-13 | 2012-08-13 | Propulsion control device of engine hybrid railroad vehicle |
JP2014530408A JP5766358B2 (ja) | 2012-08-13 | 2012-08-13 | エンジンハイブリッド鉄道車両の推進制御装置 |
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