JP2008172857A - Charger for battery in railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce a charging cost, and enable a fast charge to a vehicle battery mounted in a railroad vehicle by use of a DC or AC power supply facility installed in a vehicle terminal building or a station in the middle of a running system. <P>SOLUTION: The terminal building for the electric vehicle 1 includes: the charging battery 45 for charging the vehicle battery 7; a charging power supply 40 for charging the charging battery 45 at a constant current; rigid overhead wires 41, 42 for supplying DC power supplied from the charging battery 45 to the electric vehicle 1. The electric vehicle 1 includes: positive and negative pantographs 2a, 2b contacting the rigid overhead wires 41, 42, and receiving power from the charging battery 45; a vehicle charger 8 for charging the vehicle battery 7 with power received from the positive and negative pantographs 2a, 2b; and a charge controller 11 for controlling the vehicle charger 8 when the vehicle battery 7 is charged. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention can charge an in-vehicle battery mounted on a train of a railway vehicle with charging power supplied from the outside while the railway vehicle is stopped, and drive an induction motor with electric power stored in the in-vehicle battery so as to achieve a trackless track ( The present invention relates to a battery charger for a railway vehicle that travels on a non-electrified route.

  Conventionally, a large battery is mounted on a train of a railway vehicle, and the induction motor is driven while discharging the electric power stored in the battery so that it can travel on a so-called non-electrified route without an overhead line. Various battery-powered railway vehicles have been proposed.

For example, the circuit device and the vehicle operation system described in Patent Document 1 include a current / voltage control unit that controls current and voltage, a motor that is driven by an output from the current / voltage control unit, and power supply when the motor is driven. A power storage unit and a charging contact for supplying power to the power storage unit, and the current voltage control unit operates as an inverter that converts direct current to alternating current when supplying electric power charged in the power storage unit to the motor. When a three-phase alternating current is supplied from a ground-side alternating current power source via a three-phase charging contactor while the vehicle is stopped, it operates as a converter that converts the alternating current into a direct current, and is configured to charge the power storage unit. Yes.
Japanese Patent Laying-Open No. 2005-237125 (pages 5-7, FIG. 1, FIG. 4, FIG. 9, FIG. 10)

  In the circuit device and the vehicle operation system described in Patent Document 1, the three-phase alternating current supplied from the ground side through the charging contact is converted into direct current by the converter operation of one current voltage control unit while the vehicle is stopped. And stored in the power storage unit. However, when the vehicle is an intra-city traffic, the average stop time is very short (for example, about 30 seconds), and within this short stop time, the power consumed in the next travel section, for example 150 It is practically impossible to rapidly charge a large amount of power of up to 200 AH to a power storage unit in a short time by one current voltage control unit.

  Therefore, when the vehicle arrives at the terminal, there is a waiting time of, for example, about 5 to 10 minutes until the vehicle departs for the next commercial operation. Using this waiting time, the vehicle has an AC power source provided at the terminal. It is conceivable to charge the power storage unit quickly with a large current, but the contracted power (number of amperes used) to the power company will increase, especially during the daytime, because the basic power charge will be high, and the power charge will be high. There's a problem.

  Moreover, during such rapid charging, the voltage of the three-phase alternating current supplied from the outside is higher than the terminal voltage of the power storage unit, and when the voltage difference is large, an excessive current flows through the power storage unit, There is a risk of damage to the power storage unit. Therefore, when a charging device having a converter function combining a plurality of switching elements such as thyristors is provided on the ground side as a charging device capable of rapid charging with a large current, the switching element capacity increases and the switching element becomes The size is increased, that is, the charging device itself is increased in size and cost, and the amount of heat generated from the switching element is increased, so that charging loss and power loss during charging become significant. For this reason, charging efficiency is poor and not suitable for energy saving.

  An object of the present invention is to use a direct current or alternating current power supply facility installed at a vehicle terminal or a stop in the middle of a traveling system, to reduce the charging cost, and to enable rapid charging to an in-vehicle battery mounted on a railway vehicle. That is.

  The battery charger for a railway vehicle according to claim 1 includes a plurality of three-phase induction motors for driving and driving, an in-vehicle battery capable of storing DC power, and a plurality of in-vehicle battery power converted into three-phase AC. A plurality of variable voltage / variable frequency type inverters that can be supplied to the induction motor, a charging battery for charging the in-vehicle battery at the terminal of the railway vehicle or a stop in the running route, and the charging battery A power collector for charging current and a rigid overhead wire capable of supplying DC power supplied from the charging battery to the railway vehicle, and a current collector that can receive power from the charging battery by contacting the rigid overhead wire on the railway vehicle And a charging device for charging the in-vehicle battery with the received power received by the current collector, and a charging control means for controlling charging of the charging device when charging the in-vehicle battery. In the is.

  The charging power supply device is always charged with a constant current to the charging battery, and a DC voltage supplied from the charging battery is supplied to the rigid body wire. Therefore, when the railway vehicle arrives at a terminal or a stop on the way of the travel route, the current collector of the railway vehicle goes up and comes into contact with the rigid overhead wire, so that the DC power stored in the charging battery is transferred to the railway via the rigid overhead wire and the current collector. The vehicle can be supplied.

  At this time, the charging device is charged by the charging control means, and the in-vehicle battery is charged with the received power. Here, since the internal impedance of the charging battery is relatively small and the charging battery is fully charged, the in-vehicle battery can be charged from the charging battery with a sufficiently large charging current. Charged.

  The battery charger for a railway vehicle according to claim 2 is the battery charger according to claim 1, wherein the charger has a transformer and receives direct current power from the battery for charge to generate a rectangular wave alternating current, and the alternating current generating means. And a step-up / step-down means capable of adjusting the step-up / step-down of the charging average voltage by converting the rectangular wave alternating current received from the generation means through the transformer through a plurality of switching elements, and the charge control means is Based on the voltage difference between the received voltage and the voltage of the vehicle battery, the control phase angle of the plurality of switching elements of the step-up / step-down means is adjusted to control the charging current to the vehicle battery.

  According to a third aspect of the present invention, there is provided a battery charger for a railway vehicle according to the second aspect, wherein the step-up / step-down means includes a transformer for receiving a rectangular wave alternating current generated by the alternating-current generating means, and is stored in the in-vehicle battery. A switching element for supplying power to the AC generating means and an auxiliary winding provided in the transformer are provided, and the rectangular wave AC generated by the AC generating means is supplied via the auxiliary winding. The power is supplied to the auxiliary power supply system for supplying power to the power supply.

  The battery charger for a railway vehicle according to claim 4 includes a plurality of three-phase induction motors for driving driving, a vehicle-mounted battery capable of storing DC power, and a plurality of DC-converted DC powers of the vehicle-mounted battery converted into three-phase AC. A plurality of variable voltage / variable frequency drive inverters that can be supplied to the induction motor and PWM controlled during travel, and at least one constant voltage / constant frequency inverter for supplying drive power to the auxiliary machinery A power supply facility capable of supplying AC power to the railway vehicle and a rigid overhead wire at the terminal of the railway vehicle or a stop along the travel route, and a current collector that can receive AC power from the rigid overhead wire on the railway vehicle; Simultaneously reverse-conversion control of multiple drive inverters and auxiliary inverter inverters so that on-vehicle batteries are charged by converting AC power supplied from rigid overhead wires via a current collector to DC during charging. It is obtained by a that the charging control means.

  During power running, the driver operates the master controller so that the plurality of drive inverters are PWM-controlled, and the DC power stored in the in-vehicle battery is converted into three-phase AC. The phase induction motor is driven to accelerate the railway vehicle. When the operation of auxiliary equipment such as lighting and air conditioning is necessary during this traveling, the DC power stored in the in-vehicle battery is forward-converted and controlled by the auxiliary inverter, and the converted three-phase AC is used as the auxiliary equipment. To the power supply system.

  On the other hand, at the time of charging when the railway vehicle arrives at a terminal or a stop along the travel route, the current collector of the railway vehicle rises and comes into contact with the rigid overhead wire, so that AC power is connected to a plurality of drive inverters via the rigid overhead wire. Supplied to at least one auxiliary inverter. At this time, since the plurality of drive inverters and at least one auxiliary inverter are simultaneously mobilized by the charge control means, that is, all the inverters installed in the railway vehicle are controlled for reverse conversion, The in-vehicle battery is charged.

  That is, in this charging operation, the vehicle-mounted battery is charged with the charging power converted into DC power by all the drive inverters and auxiliary machine inverters included in the railway vehicle. Since the charging power is larger than the charging power only by the auxiliary inverter, the vehicle-mounted battery is rapidly charged during a short stoppage time.

  According to a fifth aspect of the present invention, there is provided a battery charging apparatus for a railway vehicle according to the fourth aspect, wherein the charging control means receives a predetermined charging start command and receives a rigid body via an AC power output from an auxiliary inverter and a current collector. The auxiliary inverter is controlled so that the AC power supplied from the overhead wire is in automatic parallel operation, and the auxiliary inverter is operated as a converter while supplying the AC power from the rigid overhead wire to the auxiliary machinery. .

  A battery charging device for a railway vehicle according to claim 6 is the battery charging device according to claim 4 or 5, wherein the power supply line is connected to a middle portion of the power supply line for supplying alternating current from the plurality of drive inverters to the induction motor. Is provided with switching means for switching from the induction motor to the current collector.

  The battery charger for a railway vehicle according to claim 7 includes a plurality of three-phase induction motors for driving and driving, a vehicle-mounted battery capable of storing DC power, and a plurality of DC-converted DC power of the vehicle-mounted battery converted into three-phase AC. Railway vehicle comprising a plurality of variable voltage / variable frequency drive inverters that can be supplied to an induction motor and at least one constant voltage / constant frequency inverter for supplying drive power to auxiliary equipment. Power station and a rigid overhead wire that can supply AC power to the railway vehicle at a terminal or a stop in the middle of the travel route, a current collector that can receive AC power from the rigid overhead wire, and the current collector at the time of charging Charging control means for performing reverse conversion control of the inverter for auxiliary equipment so as to convert AC power supplied from the rigid overhead wire to DC and charge the vehicle-mounted battery.

  During power running, the driver operates the master controller so that the plurality of drive inverters are PWM-controlled, and the DC power stored in the in-vehicle battery is converted into three-phase AC. The phase induction motor is driven to accelerate the railway vehicle. When the operation of auxiliary equipment such as lighting and air conditioning is necessary during this traveling, the DC power stored in the in-vehicle battery is forward-converted and controlled by the auxiliary inverter, and the converted three-phase AC is used as the auxiliary equipment. To the power supply system.

  On the other hand, at the time of charging when the railway vehicle arrives at a terminal or a stop along the travel route, the current collector of the railway vehicle rises and comes into contact with the rigid overhead wire, so that AC power is supplied to at least one auxiliary machine via the rigid overhead wire. Supplied to the inverter. At this time, since reverse conversion control of at least one auxiliary machine inverter is performed by the charging control means, the supplied AC power is converted to DC power and charged to the in-vehicle battery.

  For example, in the case of a railcar such as a tram that runs in a local city, there are few passengers in the daytime except for morning and evening rush hours, and the number of times the railcar is operated. If it is as long as 30 minutes, it is converted into DC power only by the auxiliary inverter at this terminal and charged to the in-vehicle battery.

  The battery charging device for a railway vehicle according to claim 8 is the battery charging device according to claim 7, wherein the charging control means includes storage state detection means capable of detecting a storage state of the in-vehicle battery during operation, Based on the operation information and the storage state output from the storage state detection means, the storage amount of the in-vehicle battery is set to the minimum storage amount of the allowable range at the end of the day operation, so that it can be fully charged at midnight other than during operation, It controls the amount of charge during daily operation.

  According to the first aspect of the present invention, a plurality of three-phase induction motors for driving and driving, a vehicle-mounted battery capable of storing DC power, and the power of the vehicle-mounted battery are converted into a three-phase AC and supplied to the plurality of induction motors. A plurality of inverters of variable voltage / variable frequency type, and provided with a charging battery, a charging power supply device and a rigid overhead wire at a terminal of the railway vehicle or a stop along the traveling route, and a current collector on the railway vehicle Since the charging device and the charging control means are provided, when the railway vehicle arrives at the terminal or a stop on the way of the traveling route, the charging control means controls the charging of the charging device and receives power from the charging battery received via the current collector. The in-vehicle battery can be charged with the received power. In this case, since the internal impedance of the charging battery is relatively small, charging from the charging battery to the in-vehicle battery can be performed with a sufficiently large charging current, and rapid charging to the in-vehicle battery can be performed in a short time.

  According to invention of Claim 2, the said charging device has a transformer, receives the direct-current power from the battery for charging, generates a square wave alternating current, and receives from this alternating current generation means via a transformer. And a step-up / step-down means capable of adjusting the step-up / step-down of the charging average voltage by converting the rectangular wave alternating current through a plurality of switching elements, and the charge control means includes a voltage received from the charging battery and a voltage of the in-vehicle battery. Based on the voltage difference, the control phase angle of multiple switching elements of the step-up / step-down means is adjusted to control the charging current to the in-vehicle battery, so when the voltage of the in-vehicle battery is lower than the receiving voltage from the charging battery The charging average voltage output from the step-up / step-down means is adjusted to the step-down side based on this voltage difference, and the charging current for charging the in-vehicle battery is controlled.

  On the other hand, when charging so that the voltage of the in-vehicle battery is higher than the receiving voltage from the charging battery, the charging average voltage output from the step-up / step-down means is adjusted to the boost side, and the charging current for charging the in-vehicle battery Is controlled. Since the charging power shared by the step-up / step-down means is a part of the total charging power, an energy-saving battery charging / discharging device with high charging efficiency as a whole can be realized. Other effects similar to those of the first aspect are obtained.

According to the invention of claim 3, the step-up / step-down means includes a transformer for receiving the rectangular wave alternating current generated by the alternating current generating means, and supplies the electric power stored in the in-vehicle battery to the alternating current generating means. Switching element and the auxiliary winding provided in the transformer, the rectangular wave AC generated by the AC generating means via the switching element is received by the auxiliary winding, It can be supplied to an auxiliary power supply system that supplies power. When a railway vehicle travels in a cold region, the AC power output by the auxiliary inverter is insufficient, and even if the heating capacity is insufficient, the rectangular wave AC generated by the AC generator is supplemented as an auxiliary power source. By supplying to the power supply system for the machine, the heating capacity of the heating device can be fully exhibited, and customer service can be improved. Other effects similar to those of the second aspect are achieved.

  According to the invention of claim 4, a plurality of three-phase induction motors for driving driving, a vehicle-mounted battery capable of storing DC power, and a DC power of the vehicle-mounted battery is converted into a three-phase AC to be converted into a plurality of induction motors. A plurality of variable voltage / variable frequency type drive inverters that can be supplied and PWM controlled during traveling, and at least one auxiliary inverter for constant voltage / constant frequency type that supplies driving power to auxiliary devices, A power supply facility capable of supplying AC power to the railway vehicle and a rigid overhead wire are provided at the terminal of the railway vehicle or a stop along the travel route, and the railway vehicle is equipped with a current collector and charging control means. And the charging power that all of the at least one auxiliary inverter is mobilized is much larger than the charging power from only one driving inverter or one auxiliary inverter. Therefore, even in short time stop allows rapid charging of the vehicle battery.

  According to the invention of claim 5, the charge control means receives the predetermined charge start command, and receives the AC power output from the auxiliary inverter and the AC power supplied from the rigid overhead wire via the current collector. The auxiliary inverter is controlled so that automatic parallel operation is performed, and the power supplied to the auxiliary machinery from the auxiliary inverter can be gradually switched to the AC power from the rigid overhead wire. During charging, auxiliary equipment such as lighting equipment and air-conditioning equipment is not stopped even for a moment, and while maintaining the operation of these auxiliary equipment, the inverter for auxiliary equipment that has become free is also mobilized to drive multiple drives. In-vehicle battery can be quickly charged while cooperating with the inverter. Other effects similar to those of the fourth aspect are achieved.

  According to the invention of claim 6, the switching means for switching the power supply line from the induction motor to the current collector at the time of charging is provided in the middle of the power supply line for supplying alternating current from the plurality of drive inverters to the induction motor. Since the on-board battery is charged, the switching means is switched from the induction motor to the current collector side, so that the induction motor is unexpectedly driven by the AC power supplied from the rigid overhead wire via the current collector. Can be reliably prevented. Other effects similar to those of the fourth or fifth aspect are achieved.

  According to the invention of claim 7, a plurality of three-phase induction motors for driving and driving, a vehicle-mounted battery capable of storing DC power, and a DC power of the vehicle-mounted battery converted into a three-phase AC to be converted into a plurality of induction motors It is equipped with a plurality of variable voltage / variable frequency drive inverters that can be supplied and at least one auxiliary inverter for constant voltage / constant frequency type. An overhead line is provided and the railway vehicle is equipped with a current collector and charging control means.For example, it is a railway vehicle such as a tram that runs in a local city, and there are few passengers in and out in the daytime except during morning and evening rush hours. Because the number of times of operation of the railway vehicle is small, if the stop time at the terminal is long, such as 20-30 minutes, it is an auxiliary inverter without driving the drive inverter The by inverse conversion operation becomes possible full charge to the vehicle battery.

  According to invention of Claim 8, the said charge control means has the electrical storage state detection means which can detect the electrical storage state of the vehicle-mounted battery in the middle of a driving | operation, From the operation information for 1 day of a railway vehicle, and an electrical storage state detection means The charge amount during the day operation is set so that the charge amount of the in-vehicle battery can be set to the minimum charge amount within the allowable range at the end of the day's operation based on the output storage state and can be fully charged at midnight other than during the operation. It is something to control.

  That is, in the operation information, the departure time of each stop, the distance between the stops, the required time between the stops, the stop time of the stop, and the like are stored in advance according to each travel route as in the operation schedule. Therefore, based on this operation information, the driving energy (current time product) required for traveling between the stops can be calculated. Multiplying this drive energy by the number of stops that will be operating on that day gives the total energy for one day. If the total energy amount for driving the auxiliary machine is added to this, the total current time product at the morning departure time is determined.

  If this total current time product is divided by the daily operation time, the required current time product per unit time can be obtained. By multiplying the current travel time by the required current time product per unit time from the total current time product at the morning departure time, and subtracting this value, the remaining energy amount at an arbitrary time can be obtained. In this way, at the end of the day's operation, only the shortage is charged in the daytime so that the remaining energy becomes the minimum storage amount of the allowable range of the in-vehicle battery. Since the battery is fully charged at a late night charge, the charging cost can be reduced. Other effects similar to those of the seventh aspect are achieved.

  The battery charger for a railway vehicle according to the present embodiment can be charged with a DC or AC charging power supplied from the ground side to an in-vehicle battery mounted on the railway car while stopped at a terminal, and the stored electric power of the charged in-vehicle battery. Is converted into AC power by a drive inverter and the induction motor is driven so that it can travel on a non-electrified route.

  As shown in FIG. 1, a railway vehicle (hereinafter referred to as an electric vehicle) 1 includes a + side and − side pantographs 2 a and 2 b that can receive power by contacting the + side and − side rigid overhead wires 41 and 42 when charging. Two induction motors 3A and 3B for three-phase alternating current, one auxiliary inverter 4 for converting the stored power charged in the in-vehicle battery 7 into alternating current power and driving the auxiliary device 18, and the in-vehicle battery Two first and second drive inverters 5 and 6 for driving the induction motors 3A and 3B by converting the charged stored power into AC power, the in-vehicle battery 7, and the in-vehicle battery charge capable of charging the in-vehicle battery Equipped with device 8 etc.

  The auxiliary inverter 4 is a general CVCF inverter of a constant voltage / constant frequency type in which six switching elements 4a to 4f and a freewheeling diode are connected in a bridge shape, and from a vehicle-mounted battery 7 to be described later via a filter reactor 15. The supplied power received in this way is converted into a three-phase alternating current and supplied as driving power to the auxiliary equipment 18 such as air conditioner and lighting.

  The first drive inverter 5 is a well-known VVVF inverter in which six switching elements 5 a to 5 f and a free wheel diode are connected in a bridge shape and VVVF control (variable voltage variable frequency control) is possible. The induction motor 3A can be driven by converting the direct current to be converted into three-phase alternating current having a constant V (voltage) / F (frequency) through the filter reactor 16.

  The second driving inverter 6 connects the six switching elements 6a to 6f and the freewheeling diode in a bridge shape, and is a well-known VVVF inverter like the first driving inverter 5, and the filter reactor 17 from the in-vehicle battery 7 is connected to the second driving inverter 6. The induction motor 3B can be driven by converting the direct current supplied through the three-phase alternating current into a three-phase alternating current having a constant V (voltage) / F (frequency).

  Here, the switching elements 4a to 4f, 5a to 5f, and 6a to 6f are transistors. The auxiliary inverter 4 and the first and second driving inverters 5 and 6 are general ones, and a detailed description of their operation is omitted.

  The induction motors 3A and 3B have operation modes according to the magnitude relationship between the three-phase AC voltage and frequency supplied from the first and second drive inverters 5 and 6 and the rotational frequency of the induction motors 3A and 3B. change. That is, when the frequency of the first and second drive inverters 5 and 6> the rotation frequency of the induction motors 3A and 3B, the so-called slip is in a “positive” region, and acceleration torque acts on the induction motors 3A and 3B. To do. In a range not exceeding the stop torque of the induction motors 3A and 3B, the acceleration torque increases in proportion to the slip.

  When the frequency of the first and second drive inverters 5 and 6 is equal to the rotational frequency of the induction motors 3A and 3B, the state is “slip = 0” and no acceleration torque is generated. The induction motors 3A and 3B are excited at a frequency given from the first and second drive inverters 5 and 6, and are in a coasting state. In general, coasting referred to in electric vehicle control may be in this state, but in this state, the occurrence of iron loss due to excitation is disliked. Therefore, in most coasting, these first and second drive inverters 5 , 6 are simultaneously turned off and used at zero voltage.

  When the frequency of the first and second drive inverters 5 and 6 is smaller than the rotational frequency of the induction motors 3A and 3B, the induction motors 3A and 3B operate as generators in a so-called “negative” region, and the brake Torque acts. Within a range not exceeding the maximum brake torque of the induction motors 3A, 3B, the brake torque increases in proportion to the slip. Here, the capacitors 19 and 20 cooperate with the reactors 16 and 17 to absorb the harmonics generated by the switching action of the first and second drive inverters 5 and 6, and to operate the equipment on the vehicle normally. The EMI filter is configured to prevent the harmonics from flowing into the vehicle body lining so as not to interfere.

  The in-vehicle battery 7 is a nickel-metal hydride battery that is interposed between the DCLINK 21 and the ground line 22 and has a plurality of charging cells connected in series. The current amount of 150 to 200 AH that can drive the two induction motors 3A and 3B. It is configured to be rechargeable. Here, the ground line 22 is connected to the negative pantograph 2b. Also, with DCLINK21, the DC part of the VVVF inverter, the DC part of the auxiliary circuit inverter (CVCF inverter), the DC part from the in-vehicle battery 7, the DC part from the overhead line, etc. are linked to each other at one point on the direct current side in the electric circuit. It means that you are doing.

Next, an in-vehicle battery charging device 8 that is mounted on the electric vehicle 1 and that rapidly charges the in-vehicle battery 7 while stopped at a terminal (not shown) will be described.
The on-vehicle battery charging device 8 includes a voltage compensation converter (buck-boost means) 9, a single-phase AC generator (AC generation means) 10 comprising an inverter circuit that functions as a power source for the voltage compensation converter 9, and a charging control device. 11, a first current detector 35 that detects a charging current to the vehicle battery 7, a second current detector 36 that detects a supply current supplied from the vehicle battery 7 to the DCLINK 21, and a storage voltage of the vehicle battery 7. A storage voltage detector 37 for detecting, a smoothing capacitor 38, a charging voltage detector 39 for detecting a charging supply voltage Ek supplied for charging from the + side and − side pantographs 2a and 2b, and the like are provided.

  Therefore, since the direct current supplied to the + side and − side rigid overhead wires 41 and 42 for charging is received by the + side and − side pantographs 2a and 2b, the in-vehicle battery charging device 8 is connected to the received supply voltage. The voltage compensation converter 9 compensates the voltage based on the voltage difference of the in-vehicle battery 7 and rapidly charges the in-vehicle battery 7 while adjusting the charging current.

First, the voltage compensation converter 9 constituting the in-vehicle battery charging device 8 will be described.
As shown in FIG. 1, the voltage compensation converter 9 includes NPN-type first and second transistors 25 and 26, an insulation transformer 27, and the like. The emitters of the first and second transistors 25 and 26 are connected to the + terminal of the in-vehicle battery 7 via the current interruption prevention reactor 28 and the DCLINK 21, respectively. The collectors of the first and second transistors 25 and 26 are connected to the left and right ends of the secondary coil of the isolation transformer 27. The middle point of the secondary side coil of the insulation transformer 27 is connected to the + side pantograph 2 a via the reactor 29 and the circuit breaker 30.

  The single-phase AC generator 10 is configured as a general single-phase power source that bridges four transistors 31 to 34 to generate a rectangular wave AC, and the left two transistors 31 and 32 are connected in series. In addition to being connected, the two transistors 33 and 34 on the right side are connected in series. The connection point of the left transistors 31, 32 is connected to the left end of the primary coil of the isolation transformer 27, and the connection point of the right transistors 33, 34 is connected to the right end of the primary coil of the isolation transformer 27. Yes.

  The collectors of the upper transistors 31 and 33 are respectively connected to the midpoint of the secondary coil of the isolation transformer 27, and the emitters of the lower transistors 32 and 34 are respectively connected to the ground line 5. A freewheeling diode is connected to each of the four transistors 31 to 34 in the reverse direction.

  The charge control device 11 includes a gate drive circuit 12 that supplies an ignition signal to the bases of the two transistors 25 and 26 of the voltage compensation converter 9, a controller 13 that supplies a drive signal to the gate drive circuit 12, and the like. Has been.

  The controller 13 has an input / output interface and a microcomputer (not shown), receives the storage voltage signal output from the storage voltage detector 37 and the charge supply voltage signal output from the charge voltage detector 39, and receives each transistor 25, The ignition phase angle of 26, that is, the control phase angle α is obtained by calculation, and a control signal for each of the transistors 25 and 26 is output to the gate drive circuit 12. Therefore, the gate drive circuit 12 outputs a drive signal, that is, an ignition signal, to the bases of the corresponding transistors 25 and 26 based on the control signal received from the controller 13, respectively.

  Next, the charging power supply device 40 that is installed at the terminal that is the terminal of the traveling track and charges the in-vehicle battery 7 will be described. However, here, the charging power supply device 40 installed in the terminal will be described.

  The charging power supply 40 for charging the charging battery 45 includes a + side and − side rigid body wires 41 and 42, a charge conversion device 44 that supplies a charging DC to the + side and − side rigid body wires 41 and 42, and the like. It is made up of. The battery 45 for charge is comprised similarly to the vehicle-mounted battery 7 mentioned above, and consists of the nickel hydride battery which connected the some charge cell in series.

  As shown in FIG. 1, charging-side + side rigid body wires 41 and −side-side rigid body wires 42 are arranged in parallel over a predetermined length in the terminal premises of the terminal. A DC voltage is supplied from the charge conversion device 44 to the + side and − side rigid overhead wires 41 and 42.

  The charge conversion device 44 supplies the three-phase alternating current of 440 V / 60 Hz output from the three-phase commercial alternating-current power supply 46 to the charging converter 49 via the circuit breaker 47 and the insulating transformer 48. The charging battery 45 is charged with a constant current by the converted direct current. For example, the voltage is boosted to a predetermined voltage (for example, 800 V) by the insulation transformer 48. The three-phase alternating current boosted in this way is converted into direct current by the converter operation of the charging converter 49, and the charging battery 45 is charged with constant current by this direct current. Since this charging converter 49 is a general converter in which six switching elements 49a to 49f are connected in a bridge shape, a detailed description of its operation is omitted.

  When the electric vehicle 1 enters the terminal and stops at a predetermined charging position, the + side and − side pantographs 2a and 2b provided on the roof of the electric vehicle 1 are raised from the stored state to the power receiving position, and the + side and − side rigid bodies. Press contact with the overhead wires 41 and 42, respectively. At this time, since the circuit breaker 30 of the electric vehicle 1 is turned on, the direct current supplied to the + side and − side rigid overhead wires 41 and 42 is supplied to the in-vehicle battery charging device 8, and as described above, the in-vehicle battery 7 is charged.

  Here, the specifications of the charging battery 45 provided in the charging power supply device 40 and the in-vehicle battery 7 mounted in the electric vehicle 1 will be described. In this case, how to combine the operation and charging of the electric vehicle 1 varies depending on the route to be operated. However, here, based on the general operation state and driving state, the storage capacity is duplicated by rapid charging when the vehicle stops at the terminal, and 100% of the energy consumed in the travel before charging is recovered.

  For example, the operating distance of a non-electrified route is 10km, the number of stop sections is 40, the average operation time is 80 seconds, the power running energy (energy amount) per one stop section run is WpkWh, and the distance to the next stop The amount of regenerative electric power (regenerative energy amount) per section travel is WrkWh.

  The regenerative power is charged in the in-vehicle battery 7, but the regenerative power amount that is effectively used is the difference between the charge and discharge of the in-vehicle battery 7 and the loss generated in the in-vehicle battery 7. Assuming that η, regenerative power of ηWrkWs is obtained. In addition, power consumption Wa consumed by auxiliary equipment (auxiliary equipment) such as air conditioning and lighting in the electric vehicle 1 is also supplied from the in-vehicle battery 7.

Therefore, the net amount of battery discharge per section travel is
WpkWs−ηWrkWs + WakWs.

Now, suppose that the battery discharge amount per section travel is 5000 kWs,
The battery discharge energy required to travel on all non-electrified routes is 5000 × 40 = 93 (5000 × 40 / (600V × 3600SEC) ≈93) AH

When the average discharge power is 63 (5000/80 = 63) kW and the battery voltage is DC 600V, the average discharge current is 105A. When the capacity of the in-vehicle battery 7 is 160 AH, the relationship between the quick charging time and the charging current is as shown in FIG.

  From the relationship between the rapid charging time and the charging current shown in FIG. 8, it is considered realistic to rapidly charge the in-vehicle battery 7 in the range of 3.5 to 5 minutes. Therefore, the charging time is set to “about 5 minutes” and the charge / discharge rate is set to “7C”.

  On the other hand, the charging battery 45 has a capacity several times that of the in-vehicle battery 7 in order to be able to charge two electric vehicles at the same time. The battery of the charging battery 45 at the start of charging is in a fully charged state. In this case, the amount of discharge of the charging battery 45 after the rapid charging of the two on-vehicle batteries 7 is 93 × 2 = 186 AH. On the other hand, the remaining capacity of the charging battery 45 has a sufficient margin.

The number of cells of the charging battery 45 is selected so that the battery discharge voltage at the start and end of discharge falls between the charge start voltage and the charge end voltage of the in-vehicle battery 7.

Thus, there is a voltage difference between the voltage of the charging battery 45 and the voltage of the in-vehicle battery 7. That is, at the start of charging, the discharging voltage of the charging battery 45 is higher than the charging voltage of the in-vehicle battery 7. If charging is performed from the charging battery 45 to the in-vehicle battery 7 in a state where a voltage difference is generated in this way, an excessive current flows from the charging battery 45 to the in-vehicle battery 7, which may cause damage to the in-vehicle battery 7. . Therefore, as described above, the in-vehicle battery charger 8 is provided with the voltage compensation converter 9 so that the in-vehicle battery 7 can be charged while eliminating this voltage difference.

  Next, the charging operation of the in-vehicle battery charging device 8 configured as described above will be described. Here, FIG. 2 shows an extract of the secondary windings of the charging transistors 25 and 26, the isolation transformer 27, and the battery voltage. It is assumed that the secondary winding of the isolation transformer 47 has the polarity indicated by + and −, and the current I flows through the transistor T226 in the direction of the arrow.

  Since the single-phase AC generator 10 is connected to the primary side of the insulation transformer 27, the secondary coil of the insulation transformer 27 has a charging supply voltage Ek as a center voltage, as shown in FIG. An alternating current consisting of a single-phase rectangular wave having upper and lower one-side amplitudes E and a full wave period T is generated. Using this rectangular wave AC as a power source, the conduction phase angle of the transistors 25 and 26 can be controlled to operate as a converter. Here, in FIG. 3, t <b> 1 indicates a conduction period of the transistor 25, and t <b> 2 indicates a conduction period of the transistor 26.

  The state in FIG. 2 corresponds to a period immediately after the start of conduction at t2 in FIG. In this state, the voltage between the secondary winding terminals Ta-O of the transformer 27 is the direction shown in FIG. 2 and the potential of the in-vehicle battery 7 is as shown in FIG. 3, and from the charging supply voltage Ek to the transformer terminal Ta--. This is the sum of the zero-to-zero voltage E. When the polarity of the power supply voltage is switched, the polarity of the voltage between Ta and O is opposite to that shown in FIG. 2, and the battery potential is obtained by subtracting the voltage E between the transformer terminal Ta and 0 from the charging supply voltage Ek. Become. When an ignition signal is applied to the transistor 25 at t2 = α, the gate signal of the transistor 26 is turned OFF, and a reverse voltage is further applied between the emitter and the collector. Entering the region of t1 in FIG. 3, the potential of the in-vehicle battery 7 is as shown in FIG. 3, and is obtained by adding the voltage E between the transformer terminals Tb-0 to the charging supply voltage Ek.

  Next, when the polarity of the single-phase AC generator 10 in FIG. 1 is switched, the voltage having the polarity shown in FIG. 2 appears again in the secondary winding of the transformer 27, and the potential of the on-vehicle battery 7 is again in FIG. As shown, the voltage E between the transformer terminals Tb-0 is subtracted from the charging supply voltage Ek. When viewed from the whole, the average value of the output voltage of the in-vehicle battery charging device 8 is -Ec, and the charging voltage Ej applied to the in-vehicle battery 7 is obtained by subtracting Ec from the charging supply voltage Ek. FIG. 3 shows the state of this side as a waveform diagram.

  First, the charging operation when the relationship between these two voltages (charging supply voltage Ek and battery voltage Eb) is charging supply voltage Ek> battery voltage Eb will be described. In this case, the controller 13 controls the conduction phase (ignition phase) of the transistors 25 and 26 so that the control phase angle α is in the range of π / 2 <α <π (region K1 in FIG. 7). .

  In this case, when charging the in-vehicle battery 7, if the charging battery 45 and the in-vehicle battery 7 are directly connected, a large current is supplied from the charging battery 45 toward the in-vehicle battery 7 because the voltage difference between the two is large. Therefore, it is necessary to keep the current within the allowable value by some method.

  Therefore, as shown in FIG. 2, the voltage compensation converter 9 generates a voltage against the charging supply voltage Ek (inverse conversion), and the sum of the battery voltage Eb of the in-vehicle battery 7 and the compensation voltage Ec of the voltage compensation converter 9 is obtained. If the charging voltage is equal to the charging supply voltage Ek (when viewed from the charging battery 45, the compensation voltage Ec by the voltage compensation converter 9 is subtracted from the charging supply voltage Ek), the in-vehicle battery 711 from the charging battery 45. An excessive current can be suppressed.

  The charging power charged in the in-vehicle battery 711 is given by the product of the battery voltage Eb and the charging current I to the in-vehicle battery 7. In the voltage compensation converter 9, since the current I flowing through the transistor 26 through the winding Ta (right terminal) → 0 (middle point) of the isolation transformer 27 and the direction of the voltage generated in the winding Ta-0 are opposite. The charging power is not supplied to the outside from the insulating transformer 27, but is supplied to the insulating transformer 27.

  Since the rectangular-wave single-phase AC generator 10 is a dedicated CVCF inverter that uses the charging battery 45 as a power source, it is returned to the charging battery 45 via the voltage compensation converter 9. That is, the supply voltage to the in-vehicle battery 7 is controlled, and the charging current for the in-vehicle battery 7 is controlled to be “7C (over 1100 A)”.

  When charging of the in-vehicle battery 7 progresses and the terminal voltage of the in-vehicle battery 7 increases, the charging current decreases. Therefore, the controller 13 monitors the change in the charging current, and the compensation voltage Ec of the voltage compensation converter 9 is monitored. Is controlled so that the control phase angle α approaches π / 2. When the control phase angle α = π / 2, as shown in FIG. 4, the compensation voltage Ec = 0 by the voltage compensation converter 9 becomes equivalent to the case where the voltage compensation converter 9 is short-circuited, and the charging battery The in-vehicle battery 7 is directly charged from 45.

  Further, as the charging of the in-vehicle battery 7 proceeds, the control phase angle α <π / 2, and the battery voltage Eb further increases and becomes equal to or higher than the charging supply voltage Ek. In this case, the controller 13 controls the conduction phase (ignition phase) of the transistors 25 and 26 so that the control phase angle α is in the range of α <π / 2 (K2 region in FIG. 7).

  Therefore, as shown in FIGS. 5 and 6, the compensation voltage + Ec output from the voltage compensation converter 9 is added to the charging supply voltage Ek. The charging power charged in the in-vehicle battery 7 is given by the product of the battery charging voltage Ej (charging supply voltage Ek + compensation voltage Ec of the voltage compensation converter 9) and the current I.

  In the voltage compensation converter 9, the direction of the voltage I generated in the winding Tb-0 coincides with the current I flowing through the transistor 25 to Tb (left end) -0 (middle point) of the winding of the isolation transformer 27. Then, charging power comes out from the insulating transformer 27, and the charging power to the insulating transformer 27 is a dedicated CVCF inverter using the charging battery 45 as a power source because the single-phase AC generator 10 is a charging battery. Will get from 45.

  As described above, the terminal voltage of the in-vehicle battery 7 is completely charged by constant current charging for about 5 minutes after the charging of the in-vehicle battery 7 is started, and the terminal voltage of the charging battery 45 is decreased by the amount of discharge. Therefore, the terminal voltage of the in-vehicle battery 7 is higher than the terminal voltage of the charging battery 45. Then, after confirming that the charge capacity of the in-vehicle battery 7 has recovered the discharge amount, the charging operation by the voltage compensation converter 9 is stopped, the circuit breaker 30 is turned off, and the charging operation is completed.

 Here, when charging is completed, the maximum capacity of the voltage compensation converter 9 is determined by the product of the maximum difference voltage between the charging battery voltage and the in-vehicle battery voltage and the charging current. On the other hand, the discharge power from the charging battery 45 is determined by the product of the charging battery discharge voltage and the charging current, and the voltage compensation converter 9 is determined by the voltage ratio. Since charging battery discharge voltage >> voltage compensation converter voltage, the conversion share for charging by the voltage compensation converter 9 may be within about 10%. Further, since the charging battery 45 is always charged with a constant current by the charge conversion device 44 even when charging the in-vehicle battery 7, the fluctuation of the charging voltage when the charging battery 45 is charged is the constant current charging. It is reduced from the above-mentioned numerical value by an amount corresponding to.

  Here, as shown in FIG. 9, a rectifier circuit in which four diodes 51 to 54 are connected in a bridge shape is connected to the + side and − side pantographs 2 a and 2 b, and the + side and − side rigid body wires 41 and 42 are connected. The supplied + voltage and −voltage may be taken into the electric vehicle 1 by the + side and − side pantographs 2a and 2b. In this case, even when the electric vehicle 1 travels in the opposite direction, that is, when the polarity of the direct current collected by the + side and − side pantographs 2a and 2b is reversed, the DCLINK 21 is connected to the DCLINK 21 by the rectifier circuit. A positive voltage is always applied, and a negative voltage is always applied to the ground line 22.

  Thus, the plurality of three-phase induction motors 3A and 3B for driving and driving, the in-vehicle battery 7 capable of storing DC power, and the induction motor 3A, Variable voltage / variable frequency type first and second drive inverters 5 and 6 that can be supplied to 3B, and further, a battery 45 for charging and a power supply device 40 for charging are connected to the positive side and the negative side at the terminal of the traveling route. Since the rigid body wires 41 and 42 are provided, and the vehicle 1 is provided with the vehicle-mounted battery 7, the + side and-side pantographs 2 a and 2 b, the vehicle-mounted battery charger 8 and the charge controller 11, the vehicle 1 arrives at the terminal. Then, the on-vehicle battery charging device 8 is controlled to be charged by the controller 13 and can be charged with the received power received by the on-vehicle battery 7. In this case, since the internal impedance of the charging battery 45 is relatively small, a sufficiently large charging current can be secured, so that the in-vehicle battery 7 can be rapidly charged in a short time.

  The in-vehicle battery charging device 8 includes a single-phase AC generator 10 that receives DC power from the charging battery 45 to generate a rectangular-wave AC, and a plurality of switching elements that receive the rectangular-wave AC received from the single-phase AC generator 10. And the voltage compensation converter 9 capable of adjusting the charging average voltage by step-up / step-down adjustment by converting the charging average voltage via the voltage converters 25 and 26. Therefore, the control phase angle of the transistors 25 and 26 of the voltage compensation converter 9 is adjusted to control the charging current to the in-vehicle battery 7, so that the voltage of the in-vehicle battery 7 is higher than the received voltage from the charging battery 45. When the voltage is low, the charging average voltage output from the voltage compensation converter 9 is adjusted to the step-down side based on this voltage difference, and the charging current for charging the in-vehicle battery 7 is controlled. That.

  On the other hand, when charging is performed such that the voltage of the in-vehicle battery 7 is higher than the received voltage from the charging battery 45, the charge average voltage output from the voltage compensation converter 9 is adjusted to the boost side, and the in-vehicle battery 7. The charging current for charging is controlled. Since the charging power shared by the voltage compensation converter 9 is a part of the total charging power, an energy-saving battery charging / discharging device with high charging efficiency as a whole can be realized.

  By the way, as shown in FIG. 10, the in-vehicle battery charging device 8 is partially changed, and an NPN-type third transistor 56 (switching element) is added to the current interrupt prevention reactor 28 and the power supply side of the single-phase AC generator 10. You may make it insert. In this case, when traveling on the non-electrified route, when the third transistor 56 is turned on (conductive state) with the + side and − side pantographs 2 a and 2 b lowered, the single-phase AC generator 10 is connected to the in-vehicle battery 7. Connected to. However, at this time, the first and second transistors 25 and 26 are in an off state (non-conducting state).

  As shown in FIG. 10, an auxiliary machine winding 27a, which is a third winding, is additionally provided on the secondary side of the isolation transformer 27A. Therefore, in this state, when the six transistors 31 to 34 of the single-phase AC generator 8 are turned on in a predetermined order and the single-phase AC generator 10 is operated by the stored power stored in the in-vehicle battery 7. The rectangular winding single-phase alternating current as described above is generated in the auxiliary winding 27a. As a result, if the rectangular wave alternating current generated in the auxiliary machine winding 27a is supplied to the auxiliary machine power supply system that supplies power to the auxiliary machine 18, for example, electric power is supplied to the heater for heating. Therefore, even when the electric vehicle 1 is traveling in a cold region, the heater for heating can be driven by the rectangular wave AC generated by the single-phase AC generator 10 even when the driving power by the auxiliary inverter 4 is insufficient. In addition, the heating capacity in the vehicle can be fully demonstrated, and customer service can be improved.

  As shown in FIG. 11, the railway vehicle (hereinafter, referred to as an electric vehicle 1 </ b> A) includes first to third pantographs 2 d to 2 f that can receive power by contacting the first to third rigid body wires 41 to 43 during charging, Two induction motors 3A and 3B for three-phase alternating current, one auxiliary inverter 4 for converting the stored power charged in the in-vehicle battery 7 into alternating current power and driving the auxiliary device, and the in-vehicle battery 7 Two first and second drive inverters 5 and 6 for converting the charged stored power into AC power to drive the induction motors 3A and 3B, an in-vehicle battery 7 and the like are provided.

  The auxiliary inverter 4 is a general CVCF inverter of a constant voltage / constant frequency type in which six switching elements 4a to 4f and a freewheeling diode are connected in a bridge shape, and from a vehicle-mounted battery 7 to be described later via a filter reactor 15. The supplied power received in this way is converted into a three-phase alternating current and supplied as driving power to the auxiliary equipment 18 such as air conditioner and lighting.

  The first drive inverter 5 is a well-known VVVF inverter in which six switching elements 5a to 5f and a freewheeling diode are connected in a bridge shape and VVVF control (variable voltage variable frequency control) is possible. The induction motor 3A can be driven by converting the direct current supplied via the reactor 16 into a three-phase alternating current having a constant V (voltage) / F (frequency).

  The second driving inverter 6 is a well-known VVVF inverter that connects the six switching elements 6a and 6f and the free-wheeling diode in a bridge shape, and is a well-known VVVF inverter similar to the first driving inverter 5. The induction motor 3B can be driven by converting the direct current supplied through the three-phase alternating current into a three-phase alternating current having a constant V (voltage) / F (frequency).

  Here, the switching elements 4a to 4f, 5a to 5f, and 6a to 6f are transistors. The auxiliary inverter 4 and the first and second driving inverters 5 and 6 are general ones, and a detailed description of their operation is omitted. Here, the capacitors 19 and 20 cooperate with the reactors 16 and 17 to absorb harmonics generated by the switching action of the first and second drive inverters 5 and 6 and disturb normal operation of the on-board equipment. The EMI filter which prevents the outflow to the vehicle body lining line is configured.

  The in-vehicle battery 7 is a nickel-metal hydride battery that is interposed between the DCLINK 21 and the ground line 22 and has a plurality of charging cells connected in series. The current amount of 150 to 200 AH that can drive the two induction motors 3A and 3B. It is configured to be rechargeable. The + terminal of the in-vehicle battery 7 is connected to the DCLINK 21, and the − terminal of the in-vehicle battery 7 is connected to the ground line 22.

  The power output line 4A of the auxiliary machine inverter 4 includes an output voltage shaping filter 60, an output voltage detection transformer 61, and AC power supplied from the rigid overhead wires 41 to 43 via the pantographs 2d to 2f. AC voltage detecting transformers 62 for detecting the voltages are respectively inserted. The power output lines 5A and 6A of the first and second drive inverters 5 and 6 include inductances 63 for causing the converter to operate by AC power supplied from the rigid overhead wires 41 to 43 via the pantographs d to 2f. 64 and first and second changeover switches 65 and 66 are respectively provided.

  The first and second change-over switches 65 and 66 have a pair of first and second opening / closing switches 65a, 65b, 66a, 66b, respectively. Therefore, during traveling, as shown in FIG. 11, the three-phase alternating current output from the first and second drive inverters 5 and 6 is transmitted through the first opening / closing switches 65a and 66a of the power output lines 5A and 6A. It is supplied to induction motors 3A and 3B, respectively. On the other hand, at the time of charging, as shown in FIG. 12, the AC power received via the pantographs 2d to 2f is supplied via the second opening / closing switches 65b and 66b provided in the middle of the AC receiving wires 5B and 6B. 1 and the power output lines 5A and 6A of the second drive inverters 5 and 6, respectively.

  In other words, when the controller 13 switches the first and second changeover switches 65 and 66 to the drive side, the first open / close switches 65a and 66a are closed and the second open / close switches 65b and 66b are opened. When the first and second changeover switches 65 and 66 are switched to the charging side, the first on / off switches 65a and 66a are opened and the second on / off switches 65b and 66b are closed.

  The three pantographs 2d to 2f that receive the three-phase alternating current are stored in a storage position that is lowered immediately above the ceiling of the electric vehicle 1 when traveling or stopping other than during charging. When the vehicle-mounted battery 7 is charged by receiving the three-phase alternating current, it can be switched to the upper power receiving position via a telescopic device (not shown).

  The battery charging device 70 converts the pantographs 2d to 2f that can receive AC power from the rigid body wires 41 to 43 and the AC power supplied from the rigid body wires 41 to 43 through the pantographs 2d to 2f during charging to DC. A charging control device 11A for simultaneously performing reverse conversion control (converter control) of the auxiliary inverter 4 and the first and second driving inverters 5 and 6 so as to charge the in-vehicle battery 7, a charging facility 71, and the in-vehicle battery 7. The first current detector 36 for detecting the charging / discharging current to the battery, the storage voltage detector 37 for detecting the storage voltage of the in-vehicle battery 7, the current of the auxiliary inverter 4 and the first and second drive inverters are detected. Second to fourth current detectors 76 to 78, a fifth current detector 79 for detecting a three-phase AC received current received from the pantographs 2d to 2f, and an output of the auxiliary inverter 4 An output voltage detection transformer 61 for detecting a voltage comprises an AC voltage detection transformer 62 for detecting the AC voltage of the AC power supplied from the power supply device described later.

  11A of charge control apparatuses are the gate drive which supplies an ignition signal to each base of each switching element 4a-f, 5a-5f, 6a-6f of the inverter 4 for auxiliary machines, and the 1st, 2nd drive inverters 5 and 6 The circuit 12A and a controller 13A for supplying a drive signal to the gate drive circuit 12A are configured.

  The controller 13A has an input / output interface and a microcomputer (not shown), receives a vehicle speed signal from a vehicle speed sensor (not shown), and a voltage signal output from the storage voltage detector 37, and is a master controller operated by a driver. The switching elements 5a to 5f and 6a to 6f of the first and second drive inverters 5 and 6 are PWM-controlled according to the driving state and the auxiliary inverter 4 Automatic switching control of the electromagnetic circuit breakers 67 and 67 interposed in the power output line 4A and the first and second switching switches 65 and 66 of the first and second driving inverters 5 and 6 is performed.

  Next, a description will be given of the power supply equipment 71 that supplies a three-phase alternating current that is installed in a terminal at the end of the traveling track or a stop on the traveling route and charges the in-vehicle battery 7 mounted on the electric vehicle 11.

  As shown in FIG. 12, the power supply equipment 71 includes rigid body wires 41 to 43, a three-phase commercial AC power source 72 that supplies three-phase alternating current to the rigid body wires 41 to 43, an insulation transformer 73, and the like. . On the upper side of the terminal, three-phase AC rigid overhead wires 41 to 43 are arranged over a predetermined length. The three-phase commercial AC output from the three-phase commercial AC power source 72 is supplied to the insulation transformer 73 via the circuit breaker 74, and the AC power converted into a predetermined voltage by the insulation transformer 73 is supplied to the rigid overhead wires 41 to 43. It comes to be supplied.

  Therefore, when the electric vehicle 1A enters the terminal and stops at a predetermined charging position, the pantographs 2d to 2f provided on the ceiling of the electric vehicle 1A go up to the power receiving position and come into pressure contact with the rigid body wires 41 to 43, thereby providing a rigid body. The three-phase alternating current supplied to the overhead lines 41 to 43 is received, and the in-vehicle battery 76 can be rapidly charged by the converter operation of one auxiliary machine inverter 4 and two first and second drive inverters 5 and 6. It has become.

  Next, the charging operation of the electric vehicle 1 executed by the controller 13A will be described based on the functional block diagram of FIG.

  When it is confirmed that the electric vehicle 1A has stopped at a predetermined charging position (B1), or when a charge command is output by the driver (B2), first, on condition that there is no charge stop command (B31, B31a) The pantographs 2d to 2f are raised to the power receiving position by the pant raising command (B3) and come into contact with the rigid body wires 41 to 43. When the switching of the pantographs 2d to 2f to the power receiving position is confirmed, the electromagnetic switch 67 is turned on by the ON command (B4) of the electromagnetic switch 67, and the three-phase alternating current supplied to the rigid overhead wires 41 to 43 is converted to the pantographs 2d to 2d. It is supplied to the AC power receiving wire via 2f.

  In this state, the auxiliary machine inverter 4 is in operation, and driving power is supplied to the auxiliary machine 18. At this time, the output voltage (B5) from the auxiliary inverter 4 based on the detection signal from the output voltage detection transformer 61 and the received AC voltage (B6) from the AC voltage detection transformer 62 are compared. (B7) If there is a difference between these voltages, voltage adjustment control is performed so that the output voltage of the auxiliary inverter 4 becomes equal to the received AC voltage (B8).

  On the other hand, the operating frequency of the auxiliary machine inverter 4 and the received three-phase AC frequency are compared (B9). If there is a difference between these frequencies, the operating frequency of the auxiliary machine inverter 4 is 3 Frequency adjustment control is performed so as to be equal to the phase AC frequency (B10). Furthermore, the voltage phase of the auxiliary inverter 4 is compared with the received three-phase AC voltage phase (B11). If there is a difference between these voltage phases, the voltage phase of the auxiliary inverter 4 is received. The phase adjustment control is performed so as to be equal to the three-phase AC voltage phase (B12).

  In this way, when the voltage, frequency, and voltage phase of the auxiliary inverter 4 match the received three-phase AC voltage, frequency, and voltage phase, the electromagnetic switch 68 is turned on (B13). That is, the same thing as the automatic parallel operation of the generator is performed by the auxiliary inverter 4.

  Next, delay control is performed so that the operation phase of the auxiliary inverter 4 is delayed with respect to the received three-phase AC phase (B14). As a result, the driving power supplied to the auxiliary machine 18 is switched to the three-phase AC side received from the auxiliary machine inverter 4 side, and the driving current of the auxiliary machine inverter 4 becomes zero. Here, if the operation phase of the auxiliary inverter 4 is further delayed, the received three-phase alternating current also flows into the auxiliary inverter 4.

  When the driving current of the auxiliary inverter 4 becomes zero (B15), the first and second changeover switches 65 and 66 are instructed to switch to the charging side (B16), so the first and first The first opening / closing switches 65a, 66a of the two changeover switches 65, 66 are opened, and the second opening / closing switches 65b, 66b are closed (B16a). Thereby, the received three-phase alternating current is supplied to the power output lines 5A and 5B of the first and second drive inverters 5 and 6, respectively. At this time, the received three-phase alternating current is not supplied to the induction motors 3A and 3B, and the electric vehicle 1A does not travel unexpectedly.

  In this state, the auxiliary inverter 4 is switched to operate as a converter (B17), and the first and second driving inverters 5 and 6 are also switched to operate as a converter (B18). In this way, since the auxiliary inverter 4 is operated as a converter while supplying AC power from the rigid overhead wires 41 to 43 to the auxiliary machine 18, auxiliary equipment such as lighting equipment and air-conditioning equipment when charging the in-vehicle battery 7. While stopping the operation of the auxiliary machine 18 even for a moment, the auxiliary machine inverter 4 that has become free is also mobilized to cooperate with the first and second drive inverters 5 and 6. However, the vehicle-mounted battery 7 can be rapidly charged.

  In the converter control of the auxiliary machine inverter 4 and the first and second drive inverters 5 and 6, the switching elements 4a to 4f and 5a to the power factor of the received three-phase AC side become “1”. Since 5f and 6a to 6f are respectively controlled, the current output from the auxiliary machine inverter 4 and the first and second drive inverters 5 and 6 to the DCLINK 21 is the maximum current, and the in-vehicle battery 7 has the maximum current. Therefore, it will be charged quickly.

  During this charging operation, the battery voltage (B19) from the storage voltage detector 37 and the battery current (B20) from the first current detector 36 are read every minute, and the battery state of the in-vehicle battery 7 is Is constantly monitored (B21).

  Then, the integrated value of the battery charge current and the required charge current integrated set value are constantly compared (B30), and when the charge current integrated value satisfies the set value, a charge stop command is issued (B31, B31a). Therefore, first, the converter control of the first and second drive inverters 5 and 6 is stopped, and the phase return control of the auxiliary machine inverter 4 is performed (B23). As a result, the received three-phase alternating current does not flow to the auxiliary inverter 4 and becomes zero (B24). Further, when the phase return control of the auxiliary inverter 4 is performed and becomes equal to the received three-phase alternating current, the auxiliary impedance 18 is shared by the internal impedance of the auxiliary inverter 4 and the internal impedance inverse ratio of the power supply equipment 71. The driving current is supplied from the auxiliary machine inverter 4 and the power supply equipment 71.

  However, if the phase advance control is performed so that the phase of the auxiliary inverter 4 is advanced with respect to the phase of the received three-phase AC, driving power is supplied to the auxiliary device 18 only from the auxiliary inverter 4. become. That is, the inflow of current from the power supply equipment 71 to the AC power receiving wires 5B and 6B becomes zero. Therefore, when it is confirmed by the fifth current detection sensor 79 that the inflow of current to the AC receiving wires 5B and 6B has become zero, the electromagnetic switch 68 is turned off (B24), and the first and second changeover switches. 65 and 66 are switched to the drive side (B26), and the electromagnetic switch 67 is turned off (B27, B27a). Then, finally, the pantographs 2d to 2f are switched to the storage position by a pant lowering command (B22) (B28). Thereby, a series of charging operations is completed.

  When the driving of the master controller is performed by the driver at the time when the charging is completed, the controller 13A performs PWM control of the first and second driving inverters 5 and 6 according to the driving state, and uses the in-vehicle battery 7 as a power source. The induction motors 3A and 3B are rotationally driven, and the electric vehicle 1A runs in power.

  Here, when charging the in-vehicle battery 7, the driving power supply to the auxiliary machine 18 is switched to the three-phase AC received from the auxiliary machine inverter 4 from the power supply equipment 71 side without stopping the operation of the auxiliary machine 18. The switching will be described.

As shown in FIG.
e1: External power supply voltage
e2: Auxiliary inverter 4 voltage
Z1: External power supply internal impedance
Z2: Internal impedance of auxiliary inverter 4
Z3: Load impedance
i1: Inflow current from external power supply
i2: Assuming that the current of the auxiliary inverter 4 is
e1 = Z1 ・ i1 + Z3 ・ (i1 + i2) ・ ・ ・ (1) Formula
e2 = Z2 ・ i2 + Z3 ・ (i1 + i2) ・ ・ ・ (2) Formula
I = i1 + i2 (3)

Rewriting the above formula,
e1 = Z1 ・ (I-i2) + Z3 ・ I = -Z1 ・ i2 + (Z1 + Z3) ・ I ・ ・ ・ ・ ・ ・ ・ ・ (4)
e2 = Z2 ・ i2 + Z3 ・ I ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 5
i2 =-(e1 ・ Z3 -e2 ・ (z1 + z3)) / (Z1 ・ Z2 + Z2 ・ Z3 + Z3 ・ Z1) ・ ・ ・ (6)
I = (e2 ・ Z1 + e1 ・ Z2) / (Z1 ・ Z2 + Z2 ・ Z3 + Z3 ・ Z1) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ (7) In equation (6), i2 = 0 far.
e1 ・ Z3 = e2 ・ (Z1 + Z3)
e2 = e1 ・ Z3 / (Z1 + Z3) ... (6a)
Substituting (6a) into (7),
I = e1 / (Z1 + Z3)

Here, if Z3 is a load and the power factor = 1, it is only the effective component, Z3 = R3
Z1 is the internal impedance of the external power supply. If the loss is ignored, Z1 = jX1.
Therefore, substituting the above equation into equation (6a) and further representing the voltage in complex numbers,
e1 ＝ E ・ exp (jωt)
e2 ＝ R3 / (R3 + JX1) ・ E ・ exp (jωt)
R3 / (R3 + JX1) = R3 ・ (R3-jX1) / (R3 ^ 2 + X1 ^ 2) = R3 / √ (R3 ^ 2 + X1 ^ 2) ・ exp (-jφ)

Therefore,
e2 = R3 / √ (R3 ^ 2 + X1 ^ 2) ・ exp (-jφ) ・ E ・ expjωt
= R3 / √ (R3 ^ 2 + X1 ^ 2) ・ E ・ expj (ωt-φ)
Cosφ = R3 / √ (R3 ^ 2 + X1 ^ 2)
R3 >> X1, so √ (R3 ^ 2 + X1 ^ 2)? R3
e2 = E ・ expj (ωt-φ)
The condition of zero current in the auxiliary inverter 4 is given by the equation (6a) and can be rewritten as the above equation.

The received three-phase AC voltage e1 is
e2 = E · expjωt.
Therefore, it can be seen that the voltage “e2” of the auxiliary inverter 4 is delayed by the phase angle φ from the received three-phase AC voltage “e1”. That is, if the voltage phase of the auxiliary inverter 4 is delayed by φ, it means that the power supply from the auxiliary inverter 4 to the auxiliary machine can be made zero.

  As described above, the plurality of three-phase induction motors 3A and 3B for driving and driving, the in-vehicle battery 7 capable of storing DC power, and the plurality of induction motors 3A by converting the DC power of the in-vehicle battery 7 into three-phase AC. , 3B, and variable voltage / variable frequency type first and second drive inverters 5 and 6 that are PWM-controlled during traveling, and a low voltage / low frequency type auxiliary inverter 4 and an electric vehicle. Since the rigid overhead wires 41 to 43 are provided at the terminal 1A and the electric vehicle 1A is provided with the pantographs 2d to 2f for receiving power and the charging control device 11A, the first and second drive inverters 5 and 6 and one auxiliary inverter are provided. Since the machine inverter 4 is simultaneously controlled by the converter (inverse conversion control), the charging current is larger than the charge by only one drive inverter 5, 6 or one auxiliary machine inverter 4, so the vehicle can be stopped for a short time. It also, it is possible to rapidly charge the vehicle battery 7.

  In the third embodiment, the second embodiment described above is partially changed, and as shown in FIG. 15, the battery charging device 70 </ b> A charges the in-vehicle battery 7 using only the auxiliary inverter 4. In other words, in local cities, there are few passengers in the daytime hours except for morning and evening commuting and school hours, so it is possible to ensure a relatively long stop waiting time at the terminal at the end of the travel route. Therefore, the in-vehicle battery 7 can be charged only by the auxiliary inverter 4 using the stop standby time in this terminal.

  Since the electric vehicle 1B of the third embodiment is the same as the electric vehicle 1A described in FIG. 11 of the second embodiment, the same reference numerals are given and detailed description thereof is omitted. The charging control for charging the in-vehicle battery 7 by the auxiliary inverter 4 at the time of charging when arriving at the terminal is substantially the same as that described based on FIG. After the three-phase alternating current received via the pantographs 2d to 2f and the auxiliary inverter 4 are automatically operated in parallel, only the auxiliary inverter 4 is subjected to converter control based on the operation information to charge the in-vehicle battery 7 Charging control will be described.

  However, the non-volatile memory in the controller 13B of the charging control device 11B shown in FIG. 15 can be used for one-day operation such as the number of daily operations, the operation time for running through the route, the number of stops, and the travel time between stops. Operation information (B30) storing necessary data is stored in advance. Then, based on this operation information, the charge control performed by the controller 13B is demonstrated.

  As shown in FIG. 16, the battery voltage of the in-vehicle battery 7 is detected every minute time by the storage voltage detector 37 (B19), and the battery current (B20) from the first current detector 36 is every minute time. This battery charging / discharging current is integrated each time, and the current-time product, that is, the storage capacity of the in-vehicle battery 7 is calculated (B31) and is constantly monitored (B32).

  On the other hand, based on the operation information (B30) of the electric vehicle 1B, a current-time product required from the current operation time to the end of operation is obtained by calculation (B33), and the operation is performed every time the electric vehicle 1B arrives at the terminal. If the information and the storage state of the in-vehicle battery 7 are always compared (B34), and the current-time product required for future operation cannot be covered by the current storage amount of the in-vehicle battery 7, it is necessary after arrival at the terminal. In response, a charge command is issued, and the in-vehicle battery 7 is charged by the auxiliary inverter 4 (B35).

  In the third embodiment, when the electric vehicle 1B is operated on a quiet route, in order to keep the energy cost required for traveling as low as possible, the in-vehicle battery 7 is basically charged with inexpensive late-night power. Thus, only when the amount of driving power necessary for traveling at each traveling time is actually insufficient, it is unavoidable that the minimum necessary amount is replenished and charged at the terminal in the daytime.

  When the amount of drive power that is the charge amount of the in-vehicle battery 7 is insufficient, the expected current-time product is replenished and charged at the terminal during the travel, and the current-time product of the in-vehicle battery 7 is within the allowable range when the operation is completed. In the standby time zone from the night when the operation is completed until the first day of the next day, sufficient charging time is provided, and the current-time product of the in-vehicle battery 7 is charged by inexpensive late-night power, thereby the in-vehicle battery 7 Is charged to a full state.

  Therefore, it is necessary to change the charging current to the in-vehicle battery 7 between daytime and nighttime. In other words, for charging in the daytime, replenishment charging with a relatively small amount of current is performed to suppress the operating cost due to an expensive electricity charge compared to nighttime, thereby reducing the charging cost as much as possible. Since charges are applied, charging is performed with a relatively large amount of current. However, there may be a case where the next day's full travel is possible with one full charge at night when the train is not operated.

  The end of charging is when the current-time product of the in-vehicle battery 7 can secure the current-time product necessary for the next day's operation, or when the driver issues a charge command OFF from the cab. When this charging command is turned off (B22), as described in the second embodiment, the auxiliary inverter 4 supplies auxiliary loads from the three-phase AC received so far by the voltage phase return control (B23). The power is gradually shifted to the auxiliary inverter 4 side (B24), and when the received current from the three-phase AC becomes zero, the electromagnetic switch 68 is turned off (B25) and the electromagnetic switch 67 is also turned off. (B27, B27a), and the pantograph lowering command (B28), the pantographs 2d to 2f are lowered to the storage position. Thus, since the vehicle-mounted battery 7 is charged, the electric vehicle 1B is in a state where it can run.

1 is an electrical wiring diagram of an electric vehicle according to Embodiment 1 of the present invention. It is explanatory drawing explaining the charging voltage which subtracted only the compensation voltage from the battery voltage of the battery for charging. It is explanatory drawing explaining the charging power in case of control phase angle (alpha)> (pi) / 2. It is explanatory drawing explaining the charging power in case of control phase angle (alpha) = (pi) / 2. It is explanatory drawing explaining the charging voltage which added only the compensation voltage rather than the battery voltage of the battery for charge. It is explanatory drawing explaining the charging power in case of control phase angle (alpha) <(pi) / 2. It is a graph which shows the relationship between a battery voltage, a charge supply voltage, and a control phase angle. It is a graph which shows the relationship between charging time, charging current, and charging / discharging speed. It is a circuit diagram of the rectifier circuit provided in the electric vehicle. It is a partial change circuit diagram of the electrical equipment wiring diagram of FIG. It is an electrical wiring diagram of the electric vehicle which concerns on Example 2 of this invention. It is an electrical wiring diagram at the time of charge in a terminal. It is a functional block diagram explaining charge control. It is a circuit diagram explaining automatic parallel operation. It is an electrical wiring diagram of the electric vehicle which concerns on Example 3 of this invention. It is a functional block diagram explaining charge control.

Explanation of symbols

1 Electric car (railroad car)
DESCRIPTION OF SYMBOLS 1A Electric vehicle 1B Electric vehicle 3A Three-phase induction motor 3B Three-phase induction motor 4 Auxiliary machine inverter 5 First drive inverter 6 Second drive inverter 7 Car battery 8 Car battery charger 9 Voltage compensation converter 10 Single phase AC Generator 11 Charge control device 11A Charge control device 11B Charge control device 27 Insulation transformer 27a Auxiliary winding 40 Charging power supply devices 41 to 43 Rigid overhead wire 45 Charging battery 56 Third transistor 65 First changeover switch 66 Second Changeover switch 70 Battery charger

Claims (8)

A plurality of three-phase induction motors for driving and driving, an in-vehicle battery that can store DC power, and a variable voltage / variable frequency type that can be supplied to a plurality of induction motors by converting the power of the in-vehicle battery into three-phase AC With a plurality of inverters,
At a railway car terminal or a stop along the route,
A charging battery for charging the in-vehicle battery, a charging power supply device for charging the charging battery with a constant current, and a rigid overhead wire capable of supplying DC power supplied from the charging battery to the railway vehicle,
For rail cars,
A current collector that can receive power from a charging battery in contact with the rigid body wire, a charging device that charges the vehicle-mounted battery with the received power received by the current collector, and a charge control that controls the charging device when charging the vehicle-mounted battery Provided with means,
A battery charger for a railway vehicle characterized by the above. The charging device has a transformer and receives AC power from a charging battery to generate a rectangular wave AC, and a plurality of switching elements receives the rectangular wave AC received from the AC generator through the transformer And a step-up / step-down means capable of adjusting the step-up / step-down of the charging average voltage by converting through
The charging control means controls the charging current to the in-vehicle battery by adjusting the control phase angle of the plurality of switching elements of the step-up / step-down means based on the voltage difference between the received voltage from the charging battery and the in-vehicle battery voltage. The battery charger for a railway vehicle according to claim 1.   The step-up / step-down means includes a transformer for charging the rectangular wave alternating current generated by the alternating-current generating means, and a switching element for supplying electric power stored in the in-vehicle battery to the alternating-current generating means; Auxiliary equipment winding provided in the transformer is provided, and a rectangular wave alternating current generated by the alternating-current generating means is supplied to the auxiliary power supply system for supplying power to the auxiliary equipment through the auxiliary equipment winding. The battery charger for a railway vehicle according to claim 2. A plurality of three-phase induction motors for driving driving, a vehicle-mounted battery capable of storing DC power, a DC power of the vehicle-mounted battery can be converted into a three-phase AC and supplied to a plurality of induction motors, and PWM control is performed during driving A plurality of variable voltage / variable frequency type drive inverters, and at least one constant voltage / constant frequency type inverter for supplying drive power to auxiliaries;
In the terminal of the railway vehicle or a stop in the running route, a power supply facility and a rigid overhead wire capable of supplying AC power to the railway vehicle are provided,
In the railway vehicle,
A current collector capable of receiving AC power from the rigid overhead wire;
Charging control means for simultaneously performing reverse conversion control of the plurality of drive inverters and the auxiliary inverters so as to convert the AC power supplied from the rigid overhead wire via the current collector to DC during charging and charge the vehicle-mounted battery;
A battery charger for railway vehicles, comprising:   The charging control means receives a predetermined charging start command so that the AC power output from the auxiliary inverter and the AC power supplied from the rigid overhead wire via the current collector are in automatic parallel operation. 5. The railcar battery according to claim 4, wherein the auxiliary inverter inverter is operated to operate the auxiliary inverter inverter as a converter while supplying AC power from the rigid overhead wire to the auxiliary machinery. Charging device.   A switching means for switching the power supply line from the induction motor to the current collector at the time of charging is provided in the middle of the power supply line for supplying alternating current from the plurality of drive inverters to the induction motor. The battery charger for a railway vehicle according to claim 4 or 5. A plurality of three-phase induction motors for driving and driving, an in-vehicle battery that can store DC power, and a variable voltage / variable frequency type that can convert the DC power of this in-vehicle battery into three-phase AC and supply it to a plurality of induction motors A plurality of drive inverters, and at least one inverter for a constant voltage / constant frequency type for supplying drive power to auxiliary machines,
In the terminal of the railway vehicle or a stop in the running route, a power supply facility and a rigid overhead wire capable of supplying AC power to the railway vehicle are provided,
In the railway vehicle,
A current collector capable of receiving AC power from the rigid overhead wire;
Charging control means for performing reverse conversion control of the auxiliary inverter so as to charge the in-vehicle battery by converting alternating current power supplied from the rigid overhead wire via the current collector to the direct current during charging;
A battery charger for railway vehicles, comprising:   The charge control means includes a storage state detection means capable of detecting a storage state of the in-vehicle battery during operation, and includes operation information for one day of the railway vehicle and a storage state output from the storage state detection means. The charge amount during the operation of the day is controlled so that the charge amount of the in-vehicle battery can be made the minimum charge amount of the allowable range at the end of the day operation and can be fully charged at midnight other than during the operation. The battery charger for a railway vehicle according to claim 7.

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