JPH0698409A - Inverter controlled type electric rolling stock - Google Patents

Abstract

PURPOSE:To furnish an inverter controlled type electric rolling vehicle which can execute alone the operations for a plurality of purposes which have been executed so far by separate vehicles, by making an inverter controlled device operate even when a power is supplied from another power source of which the voltage is lower than that of an aerial line. CONSTITUTION:In an electric rolling vehicle 9 having a single or a plurality of inverter controlled devices 3 and a single or a plurality of three-phase AC motors 7 which are driven by these devices and generate a tractive force as a rolling vehicle, a power is supplied to the same inverter controlled devices from another power source 6 having a lower voltage than an aerial line and the three-phase AC motors are driven through the inverter controlled devices, separately from an operation mode in which the three-phase AC motors are driven by a power supply from the aerial line 1 through the inverter controlled devices.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an inverter-controlled railway electric vehicle, and more particularly to an inverter-controlled railway electric vehicle which can be operated by a separate power source without being supplied with power from an overhead line power source.

[0002]

2. Description of the Related Art In an electric vehicle, an auxiliary drive device such as a battery is used when traveling in a section where there is no conventional trolley. This type of device is disclosed in Japanese Patent Laid-Open No.
As described in JP-A-36502 and JP-A-57-62703, it is adopted in a trolleybus or the like, and a set of electric motors is driven by a chopper control device to drive a section such as road closure. To do. Also,
In a railway vehicle, as described in Japanese Patent Application Laid-Open No. 50-78013, an internal combustion engine of the vehicle is driven to generate electric power in a non-electrified section without overhead lines, and the generated electric power is used to drive the vehicle. A vehicle is being considered. On the other hand, inverter-controlled railway electric vehicles that are currently widely used as various railway vehicles are electric trains and locomotives that run by receiving power from overhead lines such as DC 1500V and AC 20000V. The input voltage of the inverter control device of these vehicles is DC 1500
It is set within a fluctuation range of about 40% around V, and various protection functions for protecting the main circuit device are applied to a fluctuation exceeding this range. In addition to the railroad vehicle that is supplied with power from the overhead line, an inverter-controlled railroad vehicle that runs using a power storage place as a power source is used. Since this railcar has a property that the voltage per cell of the electricity storage area is about 1.0 to 2.3 V, it is necessary to increase the voltage. Therefore, a plurality of cells are connected in series and the voltage used. Is normally several tens of V to 200 V.
As described above, an inverter-controlled electric vehicle that is operated by power supply from an overhead line power source and an inverter-controlled electric vehicle that is operated by power supply from another low-voltage power source such as a storage battery are completely different railway vehicles. It is being considered and different vehicles will be used depending on the application. Therefore, for example, in order to carry out the work of moving a freight car or the like towed by an inverter type electric locomotive that runs on an electrified line section from an overhead line to a side line without an overhead line, a separate storage battery or the like is required. It is necessary to replace the locomotive with a replacement locomotive that is supplied with power from another power source and generates a lower traction force than the locomotive to perform the work. In this way, when towing a freight car or the like, an inverter type electric engine is used in an electrified line section, which runs by receiving power from an overhead line, and a side line without an overhead line is operated by being supplied with another power source such as a storage battery. An inverter-controlled electric vehicle is used.

[0003]

DISCLOSURE OF THE INVENTION An object of the present invention is to provide an inverter control device which is originally set to be supplied with power from an overhead line and used, and a three-phase AC which is driven by the inverter control device to generate a traction force for a vehicle. In an electric vehicle having an electric motor, the inverter control device is operated even when power is supplied from another power source having a low voltage, not from an overhead wire.
Provided is an inverter-controlled railway electric vehicle capable of performing work for a plurality of purposes, which has been conventionally performed by separate vehicles, on one vehicle by generating an effective traction force above a certain value in an electric motor. Especially.

[0004]

The above object is to provide an inverter controller or a plurality of inverter controllers, which are driven by the inverter controller.
In an electric vehicle having one or more three-phase AC motors that generate a traction force as a railway vehicle, in addition to the operation mode in which the three-phase AC motor is driven by the power supply from the overhead line via the inverter control device, it is lower than the overhead line. This is achieved by a configuration in which the same inverter control device is supplied with power from another power source having a voltage and a three-phase AC motor is driven via the inverter control device. In addition, in a mode that has a plurality of inverter control units and a plurality of three-phase AC motors, and operates in a power supply from a separate power source, drive all inverter control units and three-phase AC motors installed in the vehicle. Instead, it is achieved by a configuration in which only one or several sets of inverter control devices and one or several three-phase AC motors are driven.

[0005]

The present invention pays attention to the fact that the inverter control device has a wide operable voltage range, and when it is installed in an electric vehicle and another power source having a voltage lower than the overhead line voltage is used, its operating speed is increased. In many cases, the same inverter controller is used when power is supplied to the overhead line power supply even if the power supply is used and the operating speed is almost proportional, even if the power supply is a low voltage less than 60% of the overhead line voltage. It is possible to do. In addition, when using a separate power supply, it is often possible to reduce not only speed but also traction force. Therefore, only one set or several sets of a plurality of inverter control devices are selectively used. Is.

[0006]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An inverter-controlled electric vehicle according to the present invention will be described below with reference to the illustrated embodiments. FIG. 1 is an embodiment of the present invention, in which an inverter-controlled electric vehicle is
It shows a state of being operated by power feeding from the overhead line 1 of C1500V. In FIG. 1, 1 is an overhead wire, 2 is a pantograph, 3 is an inverter control device, 4 is an auxiliary circuit power supply device, 5 is a charging device, 6 is a storage battery, 7 is a three-phase AC motor, 8 is a wheel, and 9 is a vehicle body. Show. In this embodiment, power of DC 1500 V is supplied to each inverter control device 3 via the pantograph 2, and each inverter control device 3
The rotation speed and torque of the three-phase AC motor 7 are changed to control the speed and traction force required for the vehicle. Similarly, the auxiliary circuit power supply 4 is also charged with 1500V DC, and in the auxiliary circuit power supply device 4, a three-phase AC
After being converted to 440V, DC is recharged by the charging device 5.
The storage battery 6 is constantly charged by converting it to 600V. Next, FIG. 2 shows a state in which the inverter-controlled electric vehicle is driven in a section without an overhead line. In this embodiment, only one set of the inverter control device 3 is charged from the storage battery 6, and its voltage is about DC500 to DC550V. Here, an example in which only one set of the inverter control device 3 is charged from the storage battery 6 is shown, but when a higher speed and a larger traction force are required, a plurality of inverter control devices 3 are charged from the storage battery 6. It is also possible to use. The same reference numerals as those in FIG. 1 denote the same objects. The same applies to the following.

FIG. 4 shows a schematic diagram of the electric circuit of the embodiment described with reference to FIGS. 1 and 2. In FIG. 4, 21 is a changeover switch, 22 is a pantograph disconnecting switch that opens and closes in conjunction with the folding operation of the pantograph 2, and 23 is an interlocking contact that is interlocked with the pantograph disconnecting switch 22.
24 is an exciting coil for the storage battery power contact 31 of the auxiliary circuit, 2
5 is an exciting coil of the main circuit storage battery power source contact 30, 26 is an exciting coil of the main circuit main contact 28, 27 is a control circuit portion, 2
Reference numeral 8 is a main circuit main contact, 30 is a main circuit storage battery contact, 31 is a storage battery power supply contact of an auxiliary circuit, 32 is an auxiliary circuit portion, and 33 is a circuit breaker. The load of the auxiliary circuit 32 includes a compressor motor, a blower motor, and the like. When the inverter-controlled electric vehicle is driven by the power supply from the overhead line 1, the pantograph 2 comes into contact with the overhead line 1, so that the pantograph disconnecting switch 22 is closed and the interlocking contact 23 interlocked with the pantograph disconnecting switch 22 is generated. Open, each exciting coil 24, 2 of the control circuit portion 27
Since 5 and 26 are not excited, the pantograph 2, the pantograph disconnection switch 22, the circuit breaker 33, the main circuit main contact 2
Power is supplied to each inverter control device 3 via 8,
The three-phase AC electric motor 7 is driven to drive the vehicle. Here, when switching from the mode in which the electric power is supplied from the overhead line to the mode in which the electric power is supplied from the storage battery 6,
Since the interlocking contact 23 and the pantograph disconnection switch 22 are interlocked, erroneous operation of mode switching is prevented. At the same time, the storage battery 6 is charged via the auxiliary circuit power supply device 4, the charging device 5, and the storage battery power contact 31 of the auxiliary circuit. The load of the auxiliary machine circuit 32 is supplied with electric power from the auxiliary machine power supply device 4. On the other hand, in order to perform the operation with the storage battery 6, the pantograph 2 is folded, so the pantograph disconnection switch 22 is turned off in conjunction with this operation, and when the changeover switch 21 is operated next, the pantograph disconnection switch 22 and the Since the locked interlocking contact 23 is closed, the exciting coils 24, 25, 26 are excited, and the circuit for operating the storage battery described in FIGS. 1 and 2 is constructed. That is, only one set of the inverter control device 3 is connected to the storage battery 6 via the main circuit storage battery contact 30, the circuit breaker 33, and the main circuit contact 28, and one set of the inverter control device 3 is charged by the storage battery 6 and three-phase The AC motor 7 is driven. In this example, the charging device 5 is also charged from the storage battery 6 via the storage battery power contact 31 of the auxiliary circuit, and by operating the charging device 5 in the reverse direction, the auxiliary circuit portion 32 is supplied with the necessary three-phase AC400V power supply. To do.

The performance of the vehicle of this embodiment is represented by the relationship between speed and traction force as shown in FIG. In FIG. 5, a curve 11 is a performance curve under an overhead wire voltage of DC 1500 V, a curve 2 is a performance curve when power is supplied from the storage battery 6,
A curve 13 shows a resistance curve of a train in a flat system such as a car replacement yard. Performance curve 2 compared to performance curve 11
Is significantly lower, but the traction force rises up to about 20 km / h in the actual operating speed range from the resistance curve 13 of the train, and it can be seen that it is sufficiently usable.
In the present embodiment, the storage battery 6 is normally continuously charged as shown in FIG. 1, and the storage battery 6 is discharged as shown in FIG. 2 only when the vehicle moves to the side line without the overhead line 1. When the storage battery 6 is operated and its operating time is as short as a few minutes to a dozen minutes, the storage battery 6 does not need to have a very large capacity.

FIG. 3 shows another embodiment of the present invention. In this example, the storage battery 6 is arranged in an adjacent vehicle, and a set of inverter control devices to which power is supplied via the electrical connector 10 drives the three-phase AC electric motor 7 to drive the vehicle.
The performance of the vehicle in this case is the same as the performance curve 12 of FIG. 4, but since the storage battery 6 to be used is mounted on the adjacent vehicle, the degree of freedom in size and position with respect to the storage battery 6 is greater than in the previous example. It is possible to use a large and large-capacity storage battery 6, and it is possible to lengthen the time for driving the vehicle by power supply from the storage battery 6. Further, in the embodiment of FIG. 3, the storage battery 6 is used when driving a section where there is an overhead line.
It is possible to eliminate waste caused by carrying the storage battery 6 that is not used in the section where there is an overhead wire when it is not needed, by operating the vehicle equipped with the vehicle without connecting it and connecting it only when driving the section without the overhead wire.

[0010]

According to the present invention, a vehicle driven by a separate power source or a vehicle equipped with an internal combustion engine or the like even when a train driven by power supply from an overhead line is moved to a section without an overhead line By using the vehicle that has been used at the time of power feeding from the overhead wire as it is without connecting another vehicle, it is not necessary to perform a connecting work or the like, and there is an effect that the efficiency of a series of work is improved. Further, as described above, there is no need to prepare other vehicles for train replacement, etc., so that it is possible to reduce the number of vehicles to be inspected and maintenance costs can be reduced. Further, when the storage battery to be used is mounted on an adjacent vehicle, the degree of freedom in size and position with respect to the storage battery 6 is large, and a large-capacity storage battery can be used, and the time for driving the vehicle by power supply from the storage battery is long. can do. In addition, when driving a section with an overhead line, operate the vehicle equipped with this storage battery without connecting it, and connect it only when driving a section without an overhead line so that storage batteries that are not used in the section with an overhead line are not needed. It is possible to eliminate waste caused by carrying. Moreover, since the switching of the operation modes is interlocked with the folding operation of the pantograph, it is possible to prevent an erroneous operation.

[Brief description of drawings]

FIG. 1 is a diagram illustrating a basic configuration of an embodiment of the present invention.

FIG. 2 is a diagram illustrating a usage state of a storage battery according to an embodiment of the present invention.

FIG. 3 is a diagram illustrating a usage state of a storage battery according to another embodiment of the present invention.

FIG. 4 is a schematic diagram of an electric circuit board of an embodiment of the present invention.

FIG. 5 is a diagram illustrating an example of vehicle performance according to an embodiment of the present invention.

[Explanation of symbols]

 1 Overhead Line 2 Pantograph 3 Inverter Control Device 4 Auxiliary Circuit Power Supply Device 5 Charging Device 6 Storage Battery 7 Three-Phase AC Motor 8 Wheels 9 Vehicle Body 10 Electrical Connector 11 Vehicle Performance Curve 12 Vehicle Performance Curve 13 Train Resistance Curve 21 Changeover Switch 22 Pantograph disconnection switch 23 Interlocking contact with pantograph disconnection switch 24 Excitation coil of storage battery power supply contact of auxiliary circuit 25 Excitation coil of main circuit storage battery power supply contact 26 Excitation coil of main circuit main contact 27 Control circuit part 28 Main circuit main contact 30 Main circuit storage battery contact 31 Storage battery power supply contact for auxiliary circuit 32 Auxiliary circuit part 33 Circuit breaker

Claims (5)

[Claims] 1. An electric vehicle having an inverter control device and a three-phase AC motor driven by the inverter control device to generate a traction force as a railway vehicle. An inverter-controlled railway characterized in that, apart from the operation mode to be driven, another same power source having a voltage lower than that of the overhead wire is used to supply power to the same inverter control device, and the three-phase AC motor is driven via the inverter control device. Electric vehicle. 2. The inverter control device according to claim 1, which has a plurality of inverter control devices and a plurality of three-phase AC motors, and which is installed in the vehicle in a mode in which the power is supplied from another power source. An inverter-controlled railroad electric vehicle characterized by driving only one or several sets of inverter control devices and one or several sets of three-phase AC motors without driving the three-phase AC motors. 3. The inverter-controlled railroad electric vehicle according to claim 1, wherein the separate power source is a power storage area, and the power storage area is mounted in the own vehicle or in another vehicle. 4. The inverter-controlled railway electric vehicle according to claim 3, wherein electric power is received from another power source through an electrical connector arranged at an end of the vehicle. 5. The method according to claim 1 or 2, wherein the mode in which operation is performed by supplying power from an overhead wire is switched to the mode in which operation is performed by supplying power from another power source, by performing a folding operation of a pantograph used for supplying power from an overhead wire. An inverter-controlled railway electric vehicle that is interlocked so that the pantograph is always turned down when operating in a separate power source.