JP2014155292A - Power regeneration system and vehicle including the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power regeneration system which enables input and output of large electric power, has large power storage capacity, is compact, and reduces a burden on a global environment, and to provide a vehicle.SOLUTION: A power regeneration system 8 comprises: a capacitor part 14; a flywheel part 15; and an interface part 13. The flywheel part 15 comprises: a fly wheel 18; and a motor generator 17 which enables input/output of kinetic energy from/to the fly wheel 18. The interface part 13 may output electric power accumulated in the capacitor part 14 or output the electric power accumulated in the capacitor part 14 and electric power generated by the motor generator 17.

Description

  The present invention relates to a power regeneration system and a vehicle including the same.

  For example, a configuration has been proposed in which a lithium ion storage battery is mounted as a battery in a diesel car so as to save energy in the diesel car (see, for example, Patent Document 1). In addition, it has been proposed to use a physical battery using a flywheel as a power storage device instead of a battery using a chemical battery such as a lithium ion storage battery (see, for example, Patent Document 2). In the field of electric vehicles, etc., a configuration in which a lithium ion storage battery and an electric double layer capacitor are combined has been proposed (see, for example, Patent Document 3).

JP 2000-350308 A JP 2006-25489 A JP 2004-56995 A

  The battery described in Patent Document 1 is a lithium ion storage battery, and is not suitable for high power input / output due to the principle of the lithium ion storage battery. That is, when a lithium ion storage battery is used, large power cannot be output from the battery, so the acceleration of the train using the battery output is slow. Moreover, although the regenerative electric power generated when decelerating from the state where the diesel car is traveling at a high speed is large, the large regenerative electric power cannot be sufficiently recovered by the lithium ion storage battery.

  In the configuration described in Patent Document 2, the amount of power that can be input / output per unit time varies depending on the capacity of the motor / generator connected to the flywheel. For this reason, in order to input and output large power, the size of the motor / generator becomes large.

  The electric double layer capacitor described in Patent Document 3 has a lower energy density than that of a lithium ion storage battery. However, the electric double layer capacitor can input and output large power. Therefore, in the configuration described in Patent Document 3, a large amount of power can be stored while a large amount of power can be input and output by using the electric double layer capacitor and the lithium ion storage battery in combination. However, the lithium ion storage battery has a short life due to its characteristics when deep charging and discharging are performed. Then, the said lithium ion storage battery will be used in the state which made shallow the charge amount and discharge amount of a lithium ion storage battery. However, in such a usage method, the energy density of the lithium ion storage battery is apparently reduced. For this reason, in order to ensure a required electrical storage capacity, it was necessary to provide many lithium ion storage batteries, and there existed a problem that the size of the whole many lithium ion storage batteries will become large. In addition, lithium ion storage batteries require a cooling device. For this reason, the size of the entire system including the lithium ion storage battery and the cooling device is further increased. In addition, the lithium ion storage battery is a chemical battery, and when used when discarded, there is a risk of adversely affecting the global environment.

  In view of the above circumstances, the present invention provides a power regeneration system that can input / output large power, has a large storage capacity, is compact, and can reduce the burden on the global environment, and a vehicle including the power regeneration system. The purpose is to provide.

  (1) In order to solve the above-described problem, an electric power regeneration system according to an aspect of the present invention includes a capacitor unit including a capacitor, a flywheel, and a motor generator capable of inputting and outputting kinetic energy with the flywheel. A flywheel unit including an interface unit configured to be able to input and output power with each of the capacitor unit, the motor generator, and the outside of the power regeneration system, and the interface unit is connected to the capacitor unit. The stored power can be output, or both the power stored in the capacitor unit and the power generated by the motor generator can be output simultaneously.

  According to this configuration, a capacitor capable of inputting and outputting large power is provided. For this reason, the power regeneration system can cause high-power input / output to be performed in the capacitor unit. Further, the flywheel can store a large amount of kinetic energy by the moment of inertia generated by the rotation. For this reason, in a motor generator, the electrical storage capacity in a flywheel part can be enlarged by converting electric power into the kinetic energy of a flywheel. In addition, since the capacitor unit is responsible for high power input / output operations, the flywheel unit does not need to input / output large power. For this reason, the motor generator of a flywheel part can be made small. Furthermore, since it is the structure which does not use a lithium ion storage battery, the cooling device for cooling a lithium ion storage battery is unnecessary, and a power regeneration system can be made smaller. Further, a flywheel is used as a configuration for storing electricity. Unlike a lithium ion battery, a flywheel is less likely to contaminate the global environment with chemical substances when discarded. As described above, it is possible to provide a power regeneration system that can input / output large power, has a large storage capacity, is compact, and can reduce the burden on the global environment.

  (2) Preferably, the interface unit does not output the electric power stored in the capacitor unit, and can output the electric power generated by the motor generator of the flywheel unit to the outside.

  According to this configuration, the power regeneration system converts, for example, the kinetic energy stored in the flywheel unit into electric power while preserving the electric power of the capacitor, when it is not necessary to output a large electric power that exceeds a predetermined electric power. Can be output. As a result, the power regeneration system can flexibly switch between a high power output and a low power output, so that the power can be effectively utilized.

  (3) Preferably, the interface unit can output the electric power input from the outside to the motor generator of the flywheel unit without outputting the electric power to the capacitor unit.

  According to this configuration, for example, when a small power less than a predetermined power is input to the power regeneration system, the small power is not stored in the capacitor having a storage capacity smaller than the storage capacity in the flywheel unit. it can. As a result, a capacitor with a small storage capacity can be preserved in preparation for when a large amount of power is input. Therefore, when high power is input to the power regeneration system, the high power can be stored in the capacitor unit. Therefore, the power regeneration system can effectively recover the regenerative power.

  (4) Preferably, the interface unit is configured to be connectable to a power demand destination as a predetermined power load, and the electric power input from the outside is in any of the capacitor unit and the flywheel unit. When the power cannot be stored, the power input from the outside is configured to be output to the power demand destination.

  According to this configuration, the power regeneration system can use the regenerative power more effectively by forwarding the regenerative power to another power demand destination.

  (5) Preferably, the interface unit is configured to be connectable to a power demand destination as a predetermined power load, and when power is input from the outside, the power supply to the capacitor unit and the capacitor unit Prior to power supply to the motor generator of the flywheel unit, it is possible to output power from the outside to the power demand destination.

  According to this configuration, for example, when power is immediately used at another power demand destination, the energy required for power retention in the power regeneration system is not consumed, and the power is output to the other power demand destination. The Thereby, the further effective utilization of regenerative electric power is implement | achieved.

  (6) Preferably, the interface unit is connectable to input and output power between the capacitor unit and the flywheel unit between the capacitor unit and the motor generator of the flywheel unit. .

  According to this configuration, energy can be input and output between a capacitor unit that has a small storage capacity but can input and output large power and a flywheel unit that cannot input and output large power but has a large storage capacity. . As a result, the power regeneration system can selectively use power feeding from the capacitor unit to the outside and power feeding from the flywheel unit to the outside depending on the required power mode. Therefore, the power regeneration system can flexibly meet the demand for power.

  (7) Preferably, the interface unit is connected to a plurality of power supply units, and can output power from the plurality of power supply units to the capacitor or the motor generator.

  According to this configuration, power from a plurality of power input units can be stored in the power regeneration system. Thereby, the electric power from a several electric power input part is utilized more effectively.

  (8) In order to solve the above-described problem, a vehicle according to an aspect of the present invention includes a wheel, a motor connected to the wheel, and the power regeneration system, and the motor regenerates the power. It is provided as the outside of the system, and power can be input / output to / from the interface unit.

  According to this configuration, it is possible to realize a vehicle that can input / output large power, has a large storage capacity, is compact, and includes a power regeneration system that can reduce the load on the global environment. Therefore, a compact configuration can be realized for the entire vehicle.

  According to the present invention, it is possible to provide a power regeneration system that can input / output large power, has a large storage capacity, is compact, and can reduce the burden on the global environment.

It is a typical side view of a railway vehicle provided with the electric power regeneration system which concerns on 1st Embodiment of this invention. It is a block diagram which shows the structure of a rail vehicle. It is a block diagram of a railway vehicle for demonstrating the flow of the electric power at the time of acceleration of a railway vehicle. It is a graph for demonstrating the flow of the electric power at the time of acceleration of a railway vehicle. It is a block diagram of a railway vehicle for demonstrating the flow of the electric power at the time of the deceleration brake of a railway vehicle. It is a block diagram of a railway vehicle for demonstrating the flow of the electric power at the time of the deceleration of a railway vehicle (the 1). It is a graph for demonstrating the flow of the electric power at the time of the deceleration of a railway vehicle. It is a block diagram of a railway vehicle for demonstrating the flow of the electric power at the time of the deceleration of a railway vehicle (the 2). It is a block diagram of a railway vehicle for demonstrating the flow of the electric power at the time of a railway vehicle stop. It is a block diagram of a railway vehicle for demonstrating the flow of electric power when the railway vehicle is drive | working by inertia. It is a typical side view of a railway vehicle provided with the electric power regeneration system which concerns on 2nd Embodiment of this invention. It is a block diagram which shows the structure of the rail vehicle which concerns on 2nd Embodiment of this invention. It is a block diagram of a railway vehicle for demonstrating the flow of the electric power at the time of the acceleration of the railway vehicle which concerns on 2nd Embodiment of this invention. It is a graph for demonstrating the flow of the electric power at the time of the acceleration of the railway vehicle which concerns on 2nd Embodiment of this invention. It is a block diagram of a railway vehicle for demonstrating the flow of the electric power at the time of the deceleration of the railway vehicle which concerns on 2nd Embodiment of this invention. It is a graph for demonstrating the flow of the electric power at the time of the deceleration of the rail vehicle which concerns on 2nd Embodiment of this invention.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. In addition, this invention is not limited to the form illustrated by the following embodiment, It can apply widely as an electric power regeneration system.

[First Embodiment]
[Schematic configuration of railway vehicle]
FIG. 1 is a schematic side view of a railway vehicle 1 including a power regeneration system 8 according to the first embodiment of the present invention. FIG. 2 is a block diagram showing the configuration of the railway vehicle 1. With reference to FIG.1 and FIG.2, in this embodiment, the rail vehicle 1 is a pneumatic vehicle as an example of the "vehicle" of this invention, converts the motive power generated with the engine 5 as an internal combustion engine into electric power, The vehicle travels by driving the motor 12 using this electric power.

  The railway vehicle 1 includes a vehicle body 2, a carriage 3, wheels 4, an engine 5, a generator 6, a converter 7, a power regeneration system 8, an inverter 9, a utility device 10, and a first inverter converter 11. And a motor 12.

  A plurality of (for example, two) carriages 3 are provided at the lower portion of the vehicle body 2. Each cart 3 is provided with a plurality of (for example, four) wheels 4.

  The engine 5 is an internal combustion engine such as a diesel engine and is housed in the vehicle body 2. The output of the engine 5 is given to the generator 6.

  The generator 6 is a generator having, for example, a rotor and a stator, and the rotor is rotated by the rotation of the output shaft of the engine 5. Thereby, generator 6 outputs AC power to converter 7.

  The converter 7 is provided as a power converter that converts AC power into DC power. Converter 7 converts AC power from generator 6 into DC power and outputs the DC power to power regeneration system 8.

  The power regeneration system 8 can store power from the generator 6 (engine 5) and regenerative power from the motor 12, and is configured to output the stored energy to the utility device 10 and the motor 12 as power. Yes. Details of the power regeneration system 8 will be described later. The power regeneration system 8 is connected to the inverter 9.

  The inverter 9 is provided as a power converter that converts DC power into AC power. The inverter 9 converts the DC power output from the power regeneration system 8 into AC power, and outputs this AC power to the utility device 10.

  The utility device 10 is a device used by a passenger or the like. As the utility device 10, an air conditioner, an electric light, etc. can be illustrated. The utility device 10 is a power load that consumes power. In the present embodiment, no power is output from the utility device 10.

  The first inverter converter 11 is a power converter, which converts DC power into AC power, and converts AC power into DC power. The first inverter converter 11 converts the DC power from the generator 6 via the converter 7 and the DC power from the power regeneration system 8 into AC power, and outputs this AC power to the motor 12. The first inverter converter 11 converts AC power as regenerative power from the motor 12 into DC power. This DC power is supplied to the power regeneration system 8 and further distributed to the power regeneration system 8 or the inverter 9 in the power regeneration system 8.

  The motor 12 is a rotating electrical machine. The rotor of the motor 12 is connected to the wheels 4 and is driven by AC power supplied from the first inverter converter 11. Thereby, the rail vehicle 1 travels. In addition, the rotor of the motor 12 is rotated by receiving the rotational force from the wheels 4 when the railway vehicle 1 is decelerated and when the brake is braked (when the speed increase is suppressed). Thereby, the motor 12 functions as a generator and outputs AC power to the first inverter converter 11.

  Next, the configuration of the power regeneration system 8 will be described. The power regeneration system 8 includes an interface unit 13, a capacitor unit 14, and a flywheel unit 15.

  The interface unit 13 is connected to a converter 7, an inverter 9, a first inverter converter 11, a capacitor unit 14, and a second inverter converter 16 described later of the flywheel unit 15. In the present embodiment, the interface unit 13 is provided as a power distributor. The interface unit 13 inputs power to each of the generator (power supply unit) 6, utility equipment (power demand destination as a power load) 10, motor (power supply unit) 12, capacitor unit 14, and motor generator 17 described later. It is configured to allow output.

  In the present embodiment, the interface unit 13 is, for example, a PLC (Programmable Logic Controller), and includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and the like. The interface unit 13 can set power distribution based on a power value input / output to / from the interface unit 13 or the like.

  In the present embodiment, an example in which the interface unit 13 operates programmatically by software will be described. However, the interface unit 13 may be configured by a relay circuit or may be configured by another mechanism.

  The capacitor unit 14 is configured to be charged (charged) by accumulating electric charges by electrostatic capacity. An example of the capacitor unit 14 is an electric double layer capacitor. The capacitor unit 14 is charged by receiving DC power from the interface unit 13. Further, the capacitor unit 14 can output the accumulated power to the interface unit 13. The capacitor unit 14 can input and output large power. However, the storage capacity of the capacitor unit 14 is smaller than the storage capacity of the flywheel unit 15. In the present embodiment, “high power” refers to power that is larger than power that can be input and output in the flywheel unit 15.

  The flywheel unit 15 is configured to convert electric power into kinetic energy of the flywheel 18 and store this kinetic energy. The flywheel unit 15 is configured to convert the stored kinetic energy into electric power and output the electric power.

  The flywheel unit 15 includes a second inverter converter 16, a motor generator 17, and a flywheel 18.

  The second inverter converter 16 is a power converter, which converts DC power into AC power, and converts AC power into DC power. Second inverter converter 16 converts DC power from interface unit 13 into AC power and outputs this AC power to motor generator 17. Second inverter converter 16 converts AC power from motor generator 17 into DC power, and outputs this DC power to interface unit 13.

  The motor generator 17 is a rotating electrical machine, and has a stator and a rotor. The rotor is connected to the flywheel 18. The motor generator 17 rotates the rotor and the flywheel 18 by being supplied with AC power. On the other hand, the motor generator 17 generates power by rotating the rotor by the flywheel 18 and outputs AC power to the second motor generator 17.

  The flywheel 18 is configured to be able to input and output (input and output) kinetic energy with the motor generator 17. Specifically, the flywheel 18 is a disk-shaped member having a predetermined mass, and is connected to the rotor of the motor generator 17. In addition, the flywheel 18 and the rotor of the motor generator 17 may be directly connected or may be connected via a transmission. The flywheel 18 rotates idly by being given torque from the motor generator 17, thereby accumulating kinetic energy. The flywheel 18 applies torque to the rotor of the motor generator 17 to rotate the rotor and cause the motor generator 17 to generate power.

  In the present embodiment, in the flywheel unit 15, the motor generator 17 can input and output small power. In the present embodiment, “small power” refers to power having a value smaller than the maximum value of power that can be input and output in the capacitor unit 14.

  The above is the schematic configuration of the railway vehicle 1.

[Basic operation of railway vehicle 1]
Next, an example of a basic operation in the railway vehicle 1 will be described. In the present embodiment, the following operation modes (1) to (8) are set as basic operations in the railway vehicle 1.

  In the basic operation (1), the interface unit 13 detects a first power requirement value as a power value necessary for the motor 12. The interface unit 13 performs a process of outputting the power from the flywheel unit 15 to the motor 12 when the first power request value is less than a predetermined first request threshold value Th1. More specifically, the interface unit 13 connects the first inverter converter 11 and the second inverter converter 16. Thereby, the kinetic energy of the flywheel 18 is converted into AC power by the motor generator 17 and then converted into DC power by the second inverter converter 16. This DC power is converted into AC power by the first inverter converter 11 through the interface unit 13 and output to the motor 12. In this case, the interface unit 13 does not output the power stored in the capacitor unit 14.

  In the basic operation (2), the interface unit 13 detects a first power requirement value as a power value necessary for the motor 12. When the first power request value is equal to or greater than the first request threshold value Th1, the interface unit 13 outputs the power from the flywheel unit 15 and the power from the capacitor unit 14 to the motor 12. More specifically, the interface unit 13 connects the first inverter converter 11 and the second inverter converter 16, and connects the first inverter converter 11 and the capacitor unit 14. As a result, the DC power from the flywheel unit 15 is output to the motor 12 via the interface unit 13 and the first inverter converter 11. The DC power from the capacitor unit 14 is output to the motor 12 via the interface unit 13 and the first inverter converter 11.

  In the basic operation (2), the flywheel unit 15 may not be connected to the first inverter converter 11. In this case, power from only the capacitor unit 14 in the power regeneration system 8 is output to the motor 12 via the interface unit 13 and the first inverter converter 11.

  In the basic operation (3), the interface unit 13 measures the power value output from the first inverter converter 11 (motor 12). When the power value is less than a predetermined first output threshold value Th10, the interface unit 13 connects the first inverter converter 11 and the second inverter converter 16. Thereby, the electric power from the first inverter converter 11 is output to the motor generator 17 via the interface unit 13 and the second inverter converter 16, and as a result, kinetic energy is applied to the flywheel 18. That is, power storage in the flywheel unit 15 is performed. In this case, the electric power from the motor 12 is not output to the capacitor unit 14.

  In the basic operation (4), the interface unit 13 measures the power value output from the first inverter converter 11. When the power value is equal to or greater than the first output threshold Th10, the interface unit 13 connects the first inverter converter 11 and the second inverter converter 16, and the first inverter converter 11 and the capacitor unit 14 And connect. Thereby, the electric power from the first inverter converter 11 is converted into the kinetic energy of the flywheel 18 by the flywheel unit 15. That is, electricity is stored in the flywheel unit 15. Further, the electric power from the first inverter converter 11 is supplied to the capacitor unit 14 and stored in the capacitor unit 14.

  In the basic operation (4), the interface unit 13 may not connect the first inverter converter 11 and the second inverter converter 16. In this case, the electric power from the first inverter converter 11 is accumulated in the capacitor unit 14 but is not accumulated in the flywheel unit 15.

  In the basic operation (5), the interface unit 13 measures the amount of electricity stored in the capacitor unit 14 and the amount of electricity stored in the flywheel unit 15 (the amount of power output to the flywheel unit 15). When the interface unit 13 determines that the capacitor unit 14 is fully charged and cannot store any more power, and determines that the kinetic energy cannot be stored any more by the flywheel unit 15, the interface unit 13 inputs this. The electric power is output to the utility device 10 via the inverter 9. Thereby, the regenerative power output from the motor 12 is consumed by the utility device 10. By such processing, it is possible to prevent the regenerative power from the motor 12 from being wasted.

  In the basic operation (5), the interface unit 13 may consume the power from the first inverter converter 11 (motor 12) at the interface unit 13 instead of outputting it to the utility device 10.

  In the basic operation (6), the interface unit 13 determines whether regenerative power is output from the first inverter converter 11 (motor 12). When it is determined that the regenerative power is output from the first inverter converter 11, the interface unit 13 outputs this power to the utility device 10 prior to power storage in the power regeneration system 8. When the interface unit 13 performs such control, the electric power from the motor 12 is supplied to the utility device 10 that immediately needs the electric power. Thereby, since the energy loss at the time of the electrical storage in the electric power regeneration system 8 can be decreased, it can suppress that the regenerative electric power from the motor 12 is wasted.

  In the basic operation (7), the interface unit 13 determines whether power is output from the converter 7 (engine 5). When the interface unit 13 determines that power is output from the converter 7, the interface unit 13 uses the power from the converter 7 to the first inverter converter 11, the capacitor unit 14, the flywheel unit 15, and the inverter 9. Output to at least one.

  In the basic operation (8), the interface unit 13 connects the capacitor unit 14 and the second inverter converter 16 of the flywheel unit 15. In this case, electric power is input / output between the capacitor unit 14 and the flywheel 18. In this case, the interface unit 13 may perform power input / output with any of the converter 7, the inverter 9, and the first inverter converter 11.

  More specifically, the interface unit 13 outputs electric power generated by the motor generator 17 due to the rotation of the flywheel 18 to the capacitor unit 14 in a certain scene. Thereby, the capacitor unit 14 stores electricity. The interface unit 13 outputs the power of the capacitor unit 14 to the second inverter converter 16 in another scene. Thereby, the motor generator 17 is driven and the kinetic energy of the flywheel 18 increases. That is, electricity is stored in the flywheel unit 15. By adopting such a connection mode, the interface unit 13 uses the power of the flywheel unit 15 having a large capacity and a small output characteristic and the power of the capacitor unit 14 having a small capacity and a large output characteristic. It can output flexibly according to demand.

[Specific operation of railway vehicle 1]
Next, an example of a specific operation in the railway vehicle 1 will be described. In the present embodiment, the following operation modes (11) to (16) are set as specific operations in the railway vehicle 1. (11) Operation during acceleration, (12) Operation during deceleration braking, (13) Operation during deceleration (Part 1), (14) Operation during deceleration (Part 2), (15 The operation at the time of stopping) and the operation at the time of (16) inertia traveling are set.

[(11) Operation during acceleration]
FIGS. 3 and 4 are a block diagram and a graph, respectively, of the railway vehicle 1 for explaining the flow of electric power when the railway vehicle 1 is accelerated. In FIG. 4, the horizontal axis is time, and the vertical axis is output. With reference to FIG. 3 and FIG. 4, the description of the operation of the railway vehicle 1 during acceleration will be made on the assumption that the capacitor unit 14 is charged in advance and the kinetic energy is accumulated in the flywheel 18.

  The railway vehicle 1 uses the power source to the motor 12 in the following priority orders (i) to (iii) during acceleration. In other words, the railway vehicle 1 is in the order of priority of (i) power from the flywheel unit 15, (ii) power from the capacitor unit 14, and (iii) power from the engine 5 (generator 6) during acceleration. Is output to the motor 12.

  More specifically, when the railway vehicle 1 is accelerated, the interface unit 13 first connects the second inverter converter 16 and the first inverter converter 11, and connects the second inverter converter 16 and the inverter 9. . Thereby, the operation state at time t = t110 to t111 is realized. That is, the electric power from the motor generator 17 accompanying the rotation of the flywheel 18 flows in the order of the second inverter converter 16, the interface unit 13, the first inverter converter 11, and the motor 12 as indicated by arrows 111 and 112. Thereby, the electric power from the flywheel unit 15 is output to the motor 12. The electric power from the motor generator 17 is also given to the utility device 10 via the inverter 9 as indicated by arrows 111 and 113. As a result, the utility device 10 operates.

  When the electric power from the flywheel unit 15 reaches the maximum output in the flywheel unit 15 (time t = t111), the interface unit 13 further connects the capacitor unit 14 and the first inverter converter 11 and 7 and the first inverter converter 11 are connected. Thereby, the operation state at time t = t111 to t112 is realized. That is, the electric power stored in the capacitor unit 14 is output to the motor 12 via the interface unit 13 and the first inverter converter 11 as indicated by arrows 114 and 112. Further, the electric power from the converter 7 is output to the motor 12 via the interface unit 13 and the first inverter converter 11 as indicated by arrows 115 and 112. As a result, the motor 12 receives the outputs from the flywheel unit 15, the capacitor unit 14, and the engine 5 and generates a large output. At time t = t111 to t112, the output from the capacitor unit 14 gradually increases and then rapidly decreases.

  The interface unit 13 continues to output the power from the flywheel unit 15 to the motor 12 and the utility device 10 even after the output from the capacitor unit 14 becomes zero (time t = t112). And if the electric power from the flywheel part 15 becomes less than the required electric power of the utility apparatus 10 with the fall of the rotation speed of the flywheel 18 (time t = t113), the interface part 13 will connect the converter 7 and the inverter 9 To do. Thereby, as indicated by arrows 115 and 113, the electric power from the converter 7 (engine 5) is supplied to the utility device 10 via the interface unit 13 and the inverter 9. When time further elapses and the output from the flywheel unit 15 becomes zero (time t = t114), the utility device 10 and the motor 12 are driven only by the output of the generator 6 (engine 5).

  When the speed of the railway vehicle 1 is relatively low, in the power regeneration system 8, the power from the flywheel unit 15 is output in preference to the power from the capacitor unit 14. In addition, when the required electric power of the motor 12 is small because the acceleration of the railway vehicle 1 is relatively small, the electric power from the flywheel unit 15 is output in preference to the electric power from the capacitor unit 14 in the electric power regeneration system 8. Also good. In this case, when the railway vehicle 1 is accelerated, the electric power that is insufficient from the electric power from the flywheel unit 15 is supplemented by the electric power from the capacitor unit 14.

  The interface unit 13 adjusts the power distribution of the generator 6 (engine 5), the flywheel unit 15, and the capacitor unit 14 in accordance with the traveling state of the railway vehicle 1. As an example, when the railway vehicle 1 passes near a station, the interface unit 13 uses electric power from the power regeneration system 8 to drive the railway vehicle 1 with the engine 5 stopped as much as possible. 12 is output.

  Note that when the railway vehicle 1 is accelerated, the interface unit 13 may output the electric power from the capacitor unit 14 to the motor 12 and the utility device 10 without outputting the electric power from the flywheel unit 15.

[(12) Operation during deceleration braking]
FIG. 5 is a block diagram of the railway vehicle 1 for explaining the flow of electric power during the deceleration braking of the railway vehicle 1. With reference to FIG. 5, in the present embodiment, the deceleration brake is for suppressing an unintentional increase in the speed of the railway vehicle 1 when the railway vehicle 1 is traveling on a downhill or the like. A brake.

  At the time of deceleration braking of the railway vehicle 1, the motor 12 operates as an electric motor and gives a rotational resistance (braking force) to the motor 12. At this time, the interface unit 13 connects the first inverter converter 11 and the second inverter converter 16, and connects the first inverter converter 11 and the inverter 9. As a result, the electric power from the motor 12 is output to the motor generator 17 via the first inverter converter 11, the interface unit 13, and the second inverter converter 16 as indicated by arrows 121 and 122. As a result, the rotor of the motor generator 17 and the flywheel 18 rotate, and kinetic energy is accumulated in the flywheel 18. Further, the electric power from the motor 12 is given to the utility device 10 through the first inverter converter 11, the interface unit 13, and the inverter 9 as indicated by arrows 121 and 123. Thereby, the regenerative power from the motor 12 is consumed by the utility device 10.

  Conventional pneumatic vehicles use an engine exhaust brake and a railcar mechanical brake to suppress an increase in speed during deceleration braking. Since the mechanical brake is configured to press the brake pad against the wheel, the kinetic energy of the car is released as thermal energy during the deceleration braking. On the other hand, in the railway vehicle 1, a flywheel 18 that can generate a large moment of inertia at the time of deceleration braking is used. Thereby, the power regeneration system 8 can efficiently recover the energy released as the thermal energy by using the flywheel 18. Moreover, the rail vehicle 1 has a mechanical brake device (not shown) similarly to the pneumatic vehicle. However, since the power regeneration system 8 can suppress the speed by moving the kinetic energy of the railway vehicle 1 to the flywheel 18, the frequency of use of the brake pads of the mechanical brake device can be reduced. Therefore, the brake pad replacement cycle can be made longer.

[(13) Operation during deceleration (1)]
FIGS. 6 and 7 are a block diagram and a graph, respectively, of the railway vehicle 1 for explaining the flow of electric power when the railway vehicle 1 is decelerated. In FIG. 7, the horizontal axis is time, and the vertical axis is output. With reference to FIGS. 6 and 7, in the present embodiment, the time of deceleration (part 1) is a state in which the railway vehicle 1 is decelerating from the high speed traveling state, and the regenerative power RE from the motor 12 is utility. A state in which the power consumption CE of the device 10 is exceeded (RE> CP).

  The railway vehicle 1 performs a braking operation in the following priorities (i) to (iii) during deceleration (part 1). That is, the railway vehicle 1 outputs (i) the regenerative electric power of the motor 12 to the flywheel unit 15 during the deceleration (part 1), (ii) outputs it to the capacitor unit 14, and (iii) a mechanical brake device. To work.

  More specifically, during deceleration (part 1), the interface unit 13 connects the first inverter converter 11 and the second inverter converter 16, and connects the first inverter converter 11 and the capacitor unit 14. The first inverter converter 11 and the inverter 9 are connected. In this state, the motor 12 operates as a generator by being rotated by the wheels 4. Thereby, the operation state at the time t130 to t131 is realized. That is, the motor 12 generates the maximum regenerative power of the motor 12. The regenerative power is output to the motor generator 17 via the first inverter converter 11, the interface unit 13, and the second inverter converter 16 as indicated by arrows 131 and 132. As a result, the flywheel 18 is rotated, and the regenerative power is stored as kinetic energy of the flywheel 18. At this time, the output to the flywheel unit 15 has the same value as the maximum kinetic energy that can be accumulated by the flywheel 18. The regenerative power from the motor 12 is output to the capacitor unit 14 via the first inverter converter 11 and the interface unit 13 as indicated by arrows 131 and 133. As a result, the regenerative power of the motor 12 is accumulated in the capacitor unit 14. In addition, frictional resistance is generated in the wheel 4 by the operation of the mechanical brake device. By the above operation, the braking force BP is generated in the wheel 4, and the kinetic energy of the wheel 4 is reduced.

  And between time t = t131-t132, the empty capacity | capacitance of the capacitor part 14 becomes small gradually, As a result, the charge amount per unit time of the capacitor part 14 becomes small with progress of time. At time t = t132, charging of the capacitor unit 14 is completed. During the time t = t131 to t133, the output of the regenerative electric power from the motor 12 to the flywheel unit 15 and the friction braking of the wheel 4 by the mechanical brake device are continued.

  At time t = t133 to t134, the interface unit 13 releases the connection between the first inverter converter 11 and the capacitor unit 14. Further, the braking of the wheel 4 by the mechanical brake device is released. As a result, the regenerative power of the motor 12 continues to be supplied to the flywheel unit 15 and the utility device 10 as indicated by arrows 131, 132, and 134. Further, the braking of the wheels 4 by the regenerative operation of the motor 12 is continued. At time t = t134, the regenerative power RE from the motor 12 is less than the power required for the utility device 10 (power consumption CE).

  When the railway vehicle 1 is decelerated from the low-speed running state or when the deceleration of the railway vehicle 1 is small, the regenerative power of the motor 12 is small. In such a case, the power regeneration system 8 converts the regenerative power from the motor 12 into kinetic energy by the flywheel unit 15 and accumulates it in the flywheel unit 15.

[(14) Operation during deceleration (2)]
FIG. 8 is a block diagram of the railway vehicle 1 for explaining the flow of electric power when the railway vehicle 1 is decelerated (part 2). With reference to FIGS. 7 and 8, in the present embodiment, the operation at the time of deceleration (part 2) refers to the operation following the operation at the time of deceleration (part 1). More specifically, at the time of deceleration (part 2), the railway vehicle 1 is decelerating from the high-speed running state, and the regenerative power RE from the motor 12 is less than the power consumption CE of the utility device 10 (RE <CE). In the following, the operation at the time of deceleration (part 2) will be described following the explanation at the time of deceleration (part 1).

  In the railway vehicle 1, the interface unit 13 connects the second inverter converter 16 and the inverter 9 between times t = t134 to t135. Further, the interface unit 13 maintains the connection state between the first inverter converter 11 and the inverter 9.

  As a result, the regenerative power of the motor 12 is output to the utility device 10 via the first inverter converter 11, the interface unit 13, and the inverter 9 as indicated by arrows 141 and 142. In the flywheel unit 15, the electric power generated by driving the motor generator 17 by the flywheel 18 passes through the second inverter converter 16, the interface unit 13, and the inverter 9 as indicated by arrows 143 and 142. And output to the utility device 10. As a result, the utility device 10 is supplied with necessary power. As a result of the deceleration of the wheel 4 accompanying the regenerative operation by the motor 12, the deceleration operation of the railway vehicle 1 is completed at time t = t135.

  As described above, when the regenerative power RE of the motor 12 falls below the power consumption CE of the utility device 10, the remaining power necessary for the operation of the utility device 10 is output from the flywheel unit 15 to the utility device 10.

[(15) Operation when stopping]
FIG. 9 is a block diagram of the railway vehicle 1 for explaining the flow of electric power when the railway vehicle 1 is stopped. Referring to FIG. 9, when railway vehicle 1 is stopped at a station or the like, railway vehicle 1 operates to stop engine 5 as much as possible to reduce exhaust gas from engine 5. Specifically, when the railway vehicle 1 is stopped, if the accumulated amount of kinetic energy in the flywheel 18 of the power regeneration system 8 is greater than or equal to the amount of power required for the operation of the utility device 10, the engine 5 is stopped. . In this case, the interface unit 13 connects the second inverter converter 16 and the inverter 9. As a result, the flywheel 18 rotates the rotor of the motor generator 17, whereby the motor generator 17 generates power. The electric power generated by this power generation is output to the utility device 10 via the second inverter converter 16, the interface unit 13, and the inverter 9 as indicated by arrows 151 and 152, and the utility device 10 operates.

  On the other hand, when the railway vehicle 1 is stopped, the interface unit 13 drives the engine 5 when the accumulated amount of kinetic energy in the flywheel 18 falls below the amount of power required for the operation of the utility device 10. At this time, the interface unit 13 connects the converter 7 and the inverter 9, and connects the converter 7 and the second inverter converter 16. In such a connection state, the electric power generated in the generator 6 as the engine 5 is driven is output to the utility device 10 via the converter 7, the interface unit 13, and the inverter 9 as indicated by arrows 153 and 154. Is done. Further, the electric power generated by the generator 6 is output to the motor generator 17 via the converter 7, the interface unit 13, and the second inverter converter 16 as indicated by arrows 153 and 155. As a result, the rotor of the motor generator 17 and the flywheel 18 rotate, and kinetic energy is accumulated in the flywheel 18.

[(16) Operation during inertial running]
FIG. 10 is a block diagram of the railway vehicle 1 for explaining the flow of electric power when the railway vehicle 1 is traveling with inertia. Referring to FIG. 10, when railway vehicle 1 is traveling with inertia, engine 5 is stopped and motor 12 performs neither driving nor regenerative operation. In this case, the power regeneration system 8 can input and output energy between the capacitor unit 14 and the flywheel unit 15. That is, the interface unit 13 connects the capacitor unit 14 and the motor generator 17 so that power can be input and output.

  Specifically, for example, the interface unit 13 connects the capacitor unit 14 and the second inverter converter 16 so that the power of the capacitor unit 14 is output to the flywheel unit 15. As a result, the electric power of the capacitor unit 14 is output to the motor generator 17 via the interface unit 13 and the second inverter converter 16 as indicated by arrows 161 and 162, and the motor generator 17 is driven. Thereby, kinetic energy is accumulated in the flywheel 18. The interface unit 13 can also connect the capacitor unit 14 and the second inverter converter 16 so that the electric power generated by the flywheel unit 15 is output to the capacitor unit 14. In this case, the electric power generated by the motor generator 17 due to the rotation of the flywheel 18 is output to the capacitor unit 14 via the second inverter converter 16 and the interface unit 13 as indicated by arrows 163 and 164. At this time, the power supply to the utility device 10 may be continued.

  As described above, according to the power regeneration system 8 of the railway vehicle 1, the capacitor unit 14 capable of inputting and outputting large power is provided. For this reason, the power regeneration system 8 can cause the capacitor unit 14 to input and output large power. Further, the flywheel 18 can store large kinetic energy by the moment of inertia generated by the rotation. For this reason, the electric power is converted into the kinetic energy of the flywheel 18 in the motor generator 17 so that the storage capacity of the flywheel unit 15 can be increased. Further, since the capacitor unit 14 performs high power input / output operations, the flywheel unit 15 does not need to input / output high power. For this reason, the motor generator 17 of the flywheel part 15 can be made small. Furthermore, since it is the structure which does not use a lithium ion storage battery, the cooling device for cooling a lithium ion storage battery is unnecessary, and the electric power regeneration system 8 can be made smaller. Moreover, the flywheel 18 is used as a structure for electrical storage. Unlike the lithium ion storage battery, the flywheel 18 is less likely to be contaminated with the global environment by chemical substances when discarded. From the above, it is possible to provide the power regeneration system 8 and the railway vehicle 1 that can input / output large power, have a large storage capacity, are compact, and can reduce the burden on the global environment.

  Further, according to the railway vehicle 1, for example, in the basic operation (1), the interface unit 13 does not output the electric power stored in the capacitor unit 14, and the electric power generated by the motor generator 17 of the flywheel unit 15 is supplied to the motor 12. Output is possible. According to this configuration, the power regeneration system 8 can preserve the power of the capacitor unit 14 when, for example, it is not necessary to output large power that is equal to or higher than the predetermined first required threshold Th1. And the electric power regeneration system 8 can convert the kinetic energy accumulate | stored in the flywheel part 15 into electric power, and can output it. As a result, the power regeneration system 8 can flexibly switch between a high power output and a low power output, and the power can be effectively utilized.

  Further, according to the railway vehicle 1, for example, in the basic operation (3), the interface unit 13 does not output the regenerative power from the first inverter converter 11 (motor 12) to the capacitor unit 14, and the flywheel unit 15 Output to the motor generator 17. According to this configuration, when small power is input to the power regeneration system 8, the small power can be prevented from being stored in the capacitor unit 14 having a storage capacity smaller than the storage capacity in the flywheel unit 15. Thereby, the capacitor unit 14 having a small storage capacity can be preserved in preparation for when a large amount of power is input. Therefore, when high power is input to the power regeneration system 8, the high power can be stored in the capacitor unit 14. Therefore, the power regeneration system 8 can effectively recover the regenerative power.

  Further, according to the railway vehicle 1, for example, in the basic operation (5), when the electric power input from the motor 12 cannot be stored in either the capacitor unit 14 or the flywheel unit 15, the interface unit 13 is connected to the motor 12. Is output to the utility device 10. According to this configuration, the power regeneration system 8 can more effectively use the regenerative power by recirculating the regenerative power from the motor 12 to the utility device 10.

  Further, according to the railway vehicle 1, for example, in the basic operation (6), when power is input from the motor 12, the interface unit 13 has priority over power supply to the capacitor unit 14 and power supply to the motor generator 17, Regenerative power from the motor 12 can be output to the utility device 10. According to this configuration, the regenerative power from the motor 12 is output to the utility device 10 without consuming the energy required for power retention in the power regeneration system 8. Thereby, the further effective utilization of regenerative electric power is implement | achieved.

  Further, according to the railway vehicle 1, for example, during the (16) inertia traveling of the railway vehicle 1, the interface unit 13 connects the capacitor unit 14 and the motor generator 17, and the electric power between the capacitor unit 14 and the motor generator 17. Connect for input / output. According to this configuration, energy can be input / output between the capacitor unit 14 that has a small storage capacity but can input / output large power and the flywheel unit 15 that cannot input / output large power but has a large storage capacity. It is. As a result, the power regeneration system 8 supplies power from the capacitor unit 14 to the utility device 10 and the motor 12 and supplies power from the flywheel unit 15 to the utility device 10 and the motor 12 according to the required power mode. Can be used properly. Therefore, the power regeneration system 8 can flexibly meet the demand for power.

  Further, according to the railway vehicle 1, the interface unit 13 can output the power from the generator 6 and the power from the motor 12 to the capacitor unit 14 or the motor generator 17. According to this configuration, the power from the generator 6 and the motor 12 as a plurality of power supply units can be stored in the power regeneration system 8, so that the power from the generator 6 and the motor 12 can be used more effectively.

[Second Embodiment]
FIG. 11 is a schematic side view of a railway vehicle 1A including the power regeneration system 8 according to the second embodiment of the present invention. FIG. 12 is a block diagram showing the configuration of the rail vehicle 1A. In the following description, differences from the first embodiment will be mainly described, and the same components as those in the first embodiment will be denoted by the same reference numerals and description thereof will be omitted. With reference to FIG.11 and FIG.12, in this embodiment, the rail vehicle 1A is a train, and it drive | works by the drive of the motor 12 using the electric power supplied to the overhead wire 30. FIG.

  The railway vehicle 1 </ b> A includes a vehicle body 2, a carriage 3, wheels 4, a third inverter converter 19, a power regeneration system 8, a first inverter converter 11, and a motor 12.

  A pantograph 20 is provided on the upper portion of the vehicle body 2. The pantograph 20 outputs the power from the overhead line 30 to the third inverter converter 19. The third inverter converter 19 is a power converter, which converts DC power into AC power, and converts AC power into DC power. The third inverter converter 19 converts the AC power from the overhead wire 30 into DC power, and outputs this DC power to the interface unit 13. The third inverter converter 19 converts the DC power output from the interface unit 13 into AC power, and outputs this AC power to the overhead wire 30. Thereby, the railway vehicle 1A can supply electric power to the other railway vehicles (not shown) existing in the vicinity of the railway vehicle 1A via the overhead line 30.

  The interface unit 13 is connected to the third inverter converter 19 and to the first inverter converter 11. The interface unit 13 appropriately distributes the power from the third inverter converter 19 to the first inverter converter 11, the second inverter converter 16, and the capacitor unit 14. The interface unit 13 appropriately distributes the power from the first inverter converter 11 to the second inverter converter 16, the capacitor unit 14, and the third inverter converter 19. Further, the interface unit 13 appropriately distributes the electric power from the second inverter converter 16 to the capacitor unit 14, the first inverter converter 11, and the third inverter converter 19. Further, the interface unit 13 appropriately distributes the electric power from the capacitor unit 14 to the first to third inverter converters 11, 16, and 19.

[Specific operation of railway vehicle 1A]
Next, an example of a specific operation in the railway vehicle 1A will be described. In this embodiment, the following operation modes (21) and (22) are set as specific operations in the railway vehicle 1A. That is, (21) operation during acceleration and (22) operation during deceleration are set.

[(21) Operation during acceleration]
FIGS. 13 and 14 are a block diagram and a graph, respectively, of the railway vehicle 1A for explaining the flow of electric power during acceleration of the railway vehicle 1A according to the second embodiment of the present invention. With reference to FIGS. 13 and 14, the description of the operation at the time of acceleration of the railway vehicle 1 </ b> A will be made on the assumption that power is previously stored in the capacitor unit 14 and kinetic energy is accumulated in the flywheel 18.

  The railway vehicle 1A uses the power source to the motor 12 in the following priority orders (i) and (ii) during acceleration. That is, the railway vehicle 1A uses power in the priority order of (i) power from the flywheel unit 15 and (ii) power from the capacitor unit 14 during acceleration. Note that the stage where the power from the overhead line 30 is used is not limited to the stage described below, and may be at any stage.

  More specifically, when the railway vehicle 1A is accelerated, the interface unit 13 first connects the first inverter converter 11 and the second inverter converter 16, and connects the first inverter converter 11 and the third inverter converter 19 together. Connecting. Thereby, the operation state at time t = t210 to t211 is realized. That is, the electric power from the motor generator 17 accompanying the rotation of the flywheel 18 flows in the order of the second inverter converter 16, the interface unit 13, the first inverter converter 11, and the motor 12 as indicated by arrows 211 and 212. Moreover, the electric power from the 3rd inverter converter 19 (overhead wire 30) flows in order of the interface part 13, the 1st inverter converter 11, and the motor 12, as shown to the arrow 213,212. As a result, the motor 12 is driven and a rotational force is applied to the wheels 4.

  When the electric power from the flywheel unit 15 reaches the maximum output in the flywheel unit 15 (time t = t211), the interface unit 13 further connects the capacitor unit 14 and the first inverter converter 11. Thereby, the operation state at time t = t211 to t212 is realized. That is, the electric power stored in the capacitor unit 14 is output to the motor 12 via the interface unit 13 and the first inverter converter 11 as indicated by arrows 214 and 212. As a result, the motor 12 receives the outputs from the flywheel unit 15, the capacitor unit 14, and the overhead wire 30 and generates a large output. At time t = t211 to t212, the output from the capacitor unit 14 gradually increases and then rapidly decreases.

  The interface unit 13 continues to output the electric power from the flywheel unit 15 to the motor 12 even after the output from the capacitor unit 14 becomes zero (time t = t212). Then, as the rotational speed of the flywheel 18 decreases, the power from the flywheel unit 15 becomes zero (time t = t213), and the motor 12 still receives power from the third inverter converter 19 (overhead wire 30). Drive by.

  Thus, when the speed of the railway vehicle 1 is relatively small, in the power regeneration system 8, the power from the flywheel unit 15 is output in preference to the power from the capacitor unit 14. Even when the required electric power is small due to the relatively small acceleration of the railway vehicle 1, the electric power from the flywheel unit 15 may be output in preference to the electric power from the capacitor unit 14. When the railway vehicle 1 is accelerated, the electric power that is insufficient from the electric power from the flywheel unit 15 is supplemented by the electric power from the capacitor unit 14. Moreover, when the output from the flywheel part 15 falls or when the output from the capacitor part 14 falls, the electric power from the overhead wire 30 is used.

  In this manner, the interface unit 13 adjusts the distribution of electric power of the overhead wire 30, the flywheel unit 15, and the capacitor unit 14 according to the traveling state of the railway vehicle 1 </ b> A.

  Note that the interface unit 13 may output the electric power from the capacitor unit 14 to the first inverter converter 11 without outputting the electric power from the flywheel unit 15 when the railway vehicle 1A is accelerated.

[(22) Operation during deceleration]
FIGS. 15 and 16 are a block diagram and a graph of the railway vehicle 1A for explaining the flow of power when the railway vehicle 1A is decelerated, respectively. Referring to FIGS. 15 and 16, railway vehicle 1 </ b> A performs a braking operation in the following priority order (i) to (iii) during deceleration. In other words, the railway vehicle 1 (i) outputs the regenerative electric power of the motor 12 to the flywheel unit 15, (ii) charges the capacitor unit 14, and (iii) uses the mechanical brake device when the vehicle decelerates. Brake.

  More specifically, during deceleration, the interface unit 13 connects the first inverter converter 11 and the second inverter converter 16, and connects the first inverter converter 11 and the capacitor unit 14. In this state, the motor 12 operates as a generator. Thereby, the operation state in time t220-t221 is implement | achieved. That is, the motor 12 generates the rated power generation of the motor 12. The regenerative power is output to the motor generator 17 via the first inverter converter 11, the interface unit 13, and the second inverter converter 16 as indicated by arrows 221 and 2222. As a result, the flywheel 18 is rotated, and the regenerative power is stored as kinetic energy. At this time, the output to the flywheel 18 has the same value as the maximum kinetic energy that can be stored in the flywheel 18. The regenerative power from the motor 12 is output to the capacitor unit 14 via the first inverter converter 11 and the interface unit 13 as indicated by arrows 221 and 223. As a result, electricity is stored in the capacitor unit 14. In addition, frictional resistance is generated in the wheel 4 by the operation of the mechanical brake device. Due to the above operation, a braking force BP is generated in the wheel 4.

  And between time t = t221-t222, the empty capacity | capacitance of the capacitor part 14 becomes small gradually, As a result, the charge amount per unit time of the capacitor part 14 becomes small with progress of time. At time t = t222, charging of the capacitor unit 14 is completed. During the time t = t220 to t223, the output of the regenerative power to the flywheel unit 15 and the friction braking of the wheel 4 by the mechanical brake device are continued.

  At time t = t223 to t224, the interface unit 13 releases the connection between the first inverter converter 11 and the capacitor unit 14. The braking of the wheel 4 by the mechanical brake device is released. Also in this case, the regenerative electric power RE of the motor 12 is continuously supplied to the flywheel unit 15, and the braking of the wheel 4 by the regenerative operation of the motor 12 is continued. At time t = t224, the regenerative electric power RE from the motor 12 becomes zero, and the deceleration of the railway vehicle 1A is completed.

  When the railway vehicle 1A is decelerating from the low-speed traveling state or the deceleration of the railway vehicle 1A is small, the regenerative power of the motor 12 is small. In such a case, the power regeneration system 8 does not charge the regenerative power from the motor 12 into the capacitor unit 14, converts it into kinetic energy by the flywheel unit 15, and accumulates it in the flywheel 18. When the railway vehicle 1 </ b> A is decelerated at a high deceleration rate and the motor 12 generates a large amount of power that cannot be sufficiently stored by the flywheel unit 15 alone, the interface unit 13 regenerates from the motor 12. Electric power is output to the capacitor unit 14 in addition to the flywheel unit 15. Thereby, regenerative power from the motor 12 is accumulated in both the flywheel unit 15 and the capacitor unit 14.

  When the regenerative power from the motor 12 can be output to the overhead wire 30 via the interface unit 13 and the third inverter converter 19, the interface unit 13 supplies this regenerative power to the capacitor unit 14 and the flywheel unit 15. Prior to the supply to, the overhead line 30 (third inverter converter 19) may be output.

  As described above, also in the second embodiment of the present invention, a power regeneration system 8 that can input / output large power, has a large storage capacity, is compact, and can reduce the burden on the global environment, and A rail vehicle 1A can be provided.

  As mentioned above, although embodiment of this invention was described, this invention is not restricted to embodiment mentioned above, As long as it described in the claim, it can change and implement variously. For example, in each of the above-described embodiments, the configuration in which the regenerative power system is not provided with the lithium ion storage battery has been described. However, this need not be the case. The regenerative power system may have a chemical battery such as a lithium ion storage battery. Even in this case, since a large amount of electric power can be stored in the flywheel unit, the amount of chemical battery used can be reduced.

  The present invention can be widely applied as a power regeneration system and a vehicle.

8 Power regeneration system 13 Interface unit 14 Capacitor unit 15 Flywheel unit 17 Motor generator 18 Flywheel

Claims (8)

A power regeneration system,
A capacitor unit including a capacitor;
A flywheel including a flywheel and a motor generator capable of inputting and outputting kinetic energy with the flywheel;
The capacitor unit, the motor generator, and an interface unit configured to be able to input and output power with each of the outside of the power regeneration system,
The interface unit can output the electric power stored in the capacitor unit, or can output both the electric power stored in the capacitor unit and the electric power generated by the motor generator at the same time. Power regeneration system. The power regeneration system according to claim 1,
The power regeneration system is characterized in that the interface unit does not output the electric power stored in the capacitor unit, and can output the electric power generated by the motor generator of the flywheel unit to the outside. The power regeneration system according to claim 1 or 2,
The power regeneration system according to claim 1, wherein the interface unit can output the electric power input from the outside to the motor generator of the flywheel unit without outputting the electric power to the capacitor unit. The power regeneration system according to any one of claims 1 to 3,
The interface unit is configured to be connectable to a power demand destination as a predetermined power load, and the power input from the outside cannot be stored in any of the capacitor unit and the flywheel unit. In addition, the power regeneration system is configured to output the power input from the outside to the power demand destination. The power regeneration system according to any one of claims 1 to 4,
The interface unit is configured to be connectable to a power demand destination as a predetermined power load, and when electric power is input from the outside, power supply to the capacitor unit and the motor of the flywheel unit A power regeneration system capable of outputting power from the outside to the power demand destination in preference to power supply to a generator. A power regeneration system according to any one of claims 1 to 5,
The interface unit is connectable to input and output power between the capacitor unit and the flywheel unit, the capacitor unit and the motor generator of the flywheel unit, Power regeneration system. The power regeneration system according to any one of claims 1 to 6,
The interface unit is connected to a plurality of power supply units, and can output power from the plurality of power supply units to the capacitor or the motor generator. Wheels,
A motor coupled to the wheel;
A power regeneration system according to any one of claims 1 to 7,
The vehicle, wherein the motor is provided as the outside of the power regeneration system and can input and output power with the interface unit.

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