JP2001320804A - Power supply facility and electric car - Google Patents
Power supply facility and electric carInfo
- Publication number
- JP2001320804A JP2001320804A JP2000135321A JP2000135321A JP2001320804A JP 2001320804 A JP2001320804 A JP 2001320804A JP 2000135321 A JP2000135321 A JP 2000135321A JP 2000135321 A JP2000135321 A JP 2000135321A JP 2001320804 A JP2001320804 A JP 2001320804A
- Authority
- JP
- Japan
- Prior art keywords
- power
- electric vehicle
- power supply
- electric
- dead section
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000007599 discharging Methods 0.000 claims abstract description 14
- 238000004146 energy storage Methods 0.000 claims description 29
- 239000003990 capacitor Substances 0.000 abstract description 10
- 230000006698 induction Effects 0.000 abstract description 4
- 230000001172 regenerating effect Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000002023 wood Substances 0.000 description 2
- 238000004378 air conditioning Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、在来線や新幹線な
どの電鉄用の電源設備および電気車に係り、特に電気車
が異電源を分離するデッドセクションを通過するときに
電源を確保するための電源設備および電気車に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power supply system for electric railways such as a conventional line and a Shinkansen, and an electric vehicle, and more particularly to securing electric power when the electric vehicle passes through a dead section that separates different power sources. Power supply equipment and electric vehicles.
【０００２】[0002]
【従来の技術】図３に電鉄用電源設備とセクション構成
の例を示す。電源設備は、同図の（ａ）に示すように、
異電源になる変電所１1、１2からき電用しゃ断器２1、
２2やき電線、区分開閉器を介してデッドセクションで
分離されたトロリー線３を加圧する。複数台車両で一編
成とする電気車４は、トロリー線から１つまたは複数の
パンタグラフを通して受電し、電気車内の電源回路から
走行用電動機・照明・空調機器等に電力供給を行う。2. Description of the Related Art FIG. 3 shows an example of a railway power supply system and a section configuration. As shown in (a) of FIG.
Substations 1 1, 1 2 from feeding circuit breaker 2 1 becomes different power,
2 2 baked wire, the trolley wire 3 separated by a dead section through a section switch pressurized. The electric car 4 which is composed of a plurality of vehicles receives electric power from a trolley wire through one or a plurality of pantographs, and supplies electric power from a power supply circuit in the electric car to a driving motor, lighting, an air conditioner, and the like.
【０００３】このような電鉄用電源設備において、デッ
ドセクションは異電源区間を分離するものであり、在来
線では異電源の突き合わせ箇所にＦＲＰまたはウッド
（木）のデッドセクション（絶縁セクション）を８ｍの
距離で設備されている。この方式では、図３の（ｂ）に
示すように、運転者は電気車がデッドセクションの手前
に設けられるノッチオフ標識に達したときにノッチオフ
してトロリー線からの受電を遮断して惰行運転し、デッ
ドセクションを通過してノッチオン標識位置に達したと
きにノッチオンして受電を再開して走行を行う。In such a railway power supply system, the dead section separates different power supply sections. In a conventional line, a dead section (insulating section) of FRP or wood (wood) is 8 m at a location where different power supplies meet. The facilities are located at a distance. In this method, as shown in FIG. 3 (b), when the electric vehicle reaches a notch-off sign provided in front of the dead section, the driver notch-offs, cuts off power reception from the trolley wire, and coasts. When the vehicle passes through the dead section and reaches the notch-on sign position, the vehicle is notched on to resume power reception and travel.
【０００４】一方、新幹線では、図３の（ｃ）に示すよ
うに、異電源の突き合わせ箇所に切替セクションを設備
している。新幹線では先頭側車両と後尾側車両のパンタ
グラフ間をブス引き通し（ケーブル）で接続しており、
切替セクションは、車両の最大パンタグラフ間隔以上に
なる距離（一般に１０００ｍ）で設けられるエアセクシ
ョンＤ１，Ｄ２間を中セクションとし、エアセクション
Ｄ１，Ｄ２の両端と中セクション間に開閉制御される開
閉器ＳＷ１，ＳＷ２を設けた構成とする。On the other hand, in the Shinkansen, as shown in FIG. 3C, a switching section is provided at a location where different power sources meet. On the Shinkansen, the pantographs of the leading and trailing vehicles are connected by buses (cables).
The switching section has a middle section between the air sections D1 and D2 provided at a distance (generally 1000 m) which is equal to or longer than the maximum pantograph interval of the vehicle, and a switch SW1 controlled to open and close between both ends of the air sections D1 and D2 and the middle section. , SW2.
【０００５】この構成により、全車両が中セクション範
囲内に到達するまでは、開閉器ＳＷ１を閉、開閉器ＳＷ
２を開としておくことで開閉器ＳＷ１側の電源から電力
を供給し続け、全車両が中セクションを走行中に開閉器
ＳＷ１を開、開閉器ＳＷ２を閉と切り替えることで開閉
器ＳＷ２側の電源から電力の供給を開始する。これによ
り、開閉器の切換時に瞬時停電はあるが連続した電力供
給がなされ、新幹線の運転者は、異電源区間の通過を意
識することなく、ノッチオン状態のままエアセクション
の走行運転ができる。[0005] With this configuration, the switch SW1 is closed and the switch SW1 is closed until all vehicles reach the middle section range.
2 keeps supplying power from the power supply on the switch SW1 side, and switches the switch SW1 to open and the switch SW2 to close while all the vehicles are traveling in the middle section, thereby switching the power supply on the switch SW2 side. From the start of power supply. As a result, although there is an instantaneous power failure when the switch is switched, continuous power supply is performed, and the driver of the Shinkansen can run the air section in the notch-on state without being conscious of passing through the different power supply section.
【０００６】[0006]
【発明が解決しようとする課題】従来の在来線用電源設
備では、デッドセクションを構成するためのノッチ標識
を設備する必要がある。また、電気車はノッチオフ標識
位置からノッチオン標識位置までの長い距離を惰行運転
しており、デッドセクション領域での高速走行の妨げに
なる。また、運転者はデッドセクション通過標識を常に
意識した運転を強いられ、一定レベルのスキルが必要と
なる。また、デッドセクション標識を見落とした場合、
パンタグラフの引くアークにより、デッドセクションに
損傷を与えるほか、異電源間の短絡故障の恐れがある。
さらに、デッドセクション通過時には、必ず瞬時停電が
生じるため、空調機器の瞬断や照明のちらつきなど、乗
客サービスの低下になる。In the conventional power supply equipment for conventional lines, it is necessary to provide a notch mark for forming a dead section. Further, the electric vehicle coasts for a long distance from the notch-off sign position to the notch-on sign position, which hinders high-speed traveling in the dead section region. In addition, the driver is always required to be aware of the dead section traffic sign and requires a certain level of skill. Also, if you overlook the dead section sign,
An arc drawn by the pantograph may damage the dead section and cause a short circuit failure between different power supplies.
Furthermore, when passing through the dead section, an instantaneous power failure always occurs, resulting in a decrease in passenger service such as an instantaneous interruption of an air conditioner or flickering of lighting.
【０００７】一方、新幹線用電源設備は、変電所および
き電区分所に切替設備を設ける必要があり、設備費がか
さむ。また、車両の走行に合わせて、電源の切替えを行
うため、中セクションの長さは１０００ｍ以上必要とな
り、切替設備費がかさむ。また、車両の走行速度を向上
させる場合、中セクションの距離を変更するなど対策が
必要となる。また、中セクションの電源切替えは、２５
０ｍｓ〜３５０ｍｓの瞬時停電が発生するし、開閉器が
自動的にオン・オフ繰り返されており、、設備の寿命に
影響する。また、切替設備は、車両の通過の度に入り・
切りが繰り返され、多頻度開閉が行われるため、設備を
定期的に保守する必要があり、ランニングコストが大き
くなる。また、切替設備は、多頻度開閉設備であるた
め、故障も多く、車両の運行計画の支障原因となる場合
が多い。[0007] On the other hand, the power supply equipment for the Shinkansen requires switching equipment to be installed at substations and feeder sections, which increases equipment costs. In addition, since the power supply is switched in accordance with the running of the vehicle, the length of the middle section is required to be 1000 m or more, and the cost of switching equipment is increased. In order to improve the running speed of the vehicle, it is necessary to take measures such as changing the distance of the middle section. In addition, the power switching of the middle section is 25
An instantaneous power outage of 0 ms to 350 ms occurs, and the switch is automatically turned on and off repeatedly, which affects the life of the equipment. In addition, the switching equipment must be entered each time a vehicle passes.
Since the cutting is repeated and the frequent opening and closing are performed, it is necessary to periodically maintain the equipment, which increases the running cost. Further, since the switching equipment is a frequent opening / closing equipment, there are many failures, which often cause trouble in the operation plan of the vehicle.
【０００８】本発明の目的は、上記の各課題などを解決
した在来線用または新幹線用の電源設備および電気車を
提供することにある。It is an object of the present invention to provide a power supply facility and an electric vehicle for a conventional line or a Shinkansen that solve the above-mentioned problems and the like.
【０００９】[0009]
【課題を解決するための手段】本発明は、前記の課題を
解決するため、電気車には電気二重層キャパシタ等の急
速充放電可能なエネルギー蓄積装置を搭載し、電気車が
デッドセクション（在来線）や中セクション（新幹線）
を通過するときにはエネルギー蓄積装置から電気車の走
行等に必要な電力を供給できるようにすることで、電鉄
用電源設備としてはノッチ標識（在来線用）によるノッ
チ操作を不要にしたり、切替設備（新幹線用）を簡略化
できるようにしたもので、以下の構成を特徴とする。According to the present invention, in order to solve the above-mentioned problems, an electric vehicle is equipped with an energy storage device capable of rapid charging and discharging such as an electric double layer capacitor, and the electric vehicle is mounted in a dead section. Next line) and middle section (Shinkansen)
When passing through a train, the energy storage device can supply the power required for running an electric car, etc., so that notch operation with a notch sign (for conventional lines) is not required as a railway power supply facility, or switching equipment (For Shinkansen), which is characterized by the following configuration.
【００１０】デッドセクションによって異電源を分離し
たトロリー線から受電する在来線用電気車であって、電
気車は、トロリー線からの受電で走行用電動機等に電力
を供給する電源回路と、この電源回路との間で直流電力
の充放電ができるエネルギー蓄積装置とを搭載し、前記
エネルギー蓄積装置は、電気車の通常運転時にはパンタ
グラフを通した受電電力で充電し、電気車がデッドセク
ションを通過する間は、前記電源回路への放電で電気車
に必要な電力を供給することを特徴とする。[0010] An electric car for a conventional line that receives power from a trolley line in which a different power source is separated by a dead section. The electric car includes a power supply circuit that supplies electric power to a traveling motor or the like by receiving power from the trolley line. An energy storage device capable of charging and discharging DC power between the power supply circuit and the power storage circuit, the energy storage device is charged with power received through a pantograph during normal operation of the electric vehicle, and the electric vehicle passes through a dead section. During this time, the electric power is supplied to the electric vehicle by discharging to the power supply circuit.
【００１１】デッドセクションによって異電源を分離し
たトロリー線から受電する新幹線用電気車であって、電
気車は、トロリー線からの受電で走行用電動機等に電力
を供給する電源回路と、この電源回路との間で直流電力
の充放電ができるエネルギー蓄積装置とを搭載し、前記
エネルギー蓄積装置は、電気車の通常運転時にはパンタ
グラフを通した受電電力で充電し、電気車が一対のデッ
ドセクション間に設けた無加圧の中セクションを通過す
る間は、前記電源回路への放電で電気車に必要な電力を
供給することを特徴とする。An electric vehicle for a Shinkansen train which receives power from a trolley line in which a different power source is separated by a dead section, wherein the electric vehicle is a power supply circuit for supplying power to a traveling motor or the like by receiving power from the trolley line, and this power supply circuit. An energy storage device capable of charging and discharging DC power between the power storage device and the energy storage device is charged with power received through a pantograph during normal operation of the electric vehicle, and the electric vehicle is placed between a pair of dead sections. While passing through the provided non-pressurized middle section, the electric power is supplied to the electric vehicle by discharging to the power supply circuit.
【００１２】デッドセクションによって異電源を分離し
たトロリー線から電気車に給電する在来線用電源設備で
あって、前記デッドセクションは、１箇所のデッドセク
ションによって構成し、前記デッドセクション以外の範
囲を走行する電気車にはトロリー線から給電し、前記デ
ッドセクションを走行する電気車には、該電気車に搭載
するエネルギー蓄積装置から電気車に必要な電力を供給
することを特徴とする。[0012] A conventional line power supply equipment for supplying power to an electric vehicle from a trolley line in which a different power supply is separated by a dead section, wherein the dead section is constituted by one dead section and covers a range other than the dead section. Power is supplied to the traveling electric vehicle from a trolley wire, and the electric vehicle traveling in the dead section is supplied with necessary electric power from the energy storage device mounted on the electric vehicle.
【００１３】デッドセクションによって異電源を分離し
たトロリー線から電気車に給電する新幹線用電源設備で
あって、前記デッドセクションは、一対のデッドセクシ
ョンと、この一対のデッドセクション間で無加圧にした
中セクションとによって構成し、前記デッドセクション
以外の範囲を走行する電気車にはトロリー線から給電
し、前記中セクションを走行する電気車には、該電気車
に搭載するエネルギー蓄積装置から電気車に必要な電力
を供給することを特徴とする。[0013] A Shinkansen power supply system for supplying electric power to an electric vehicle from a trolley wire in which a different power supply is separated by a dead section, wherein the dead section has no pressure between the pair of dead sections. An electric vehicle traveling in a range other than the dead section is supplied with power from a trolley wire, and an electric vehicle traveling in the middle section is supplied from an energy storage device mounted on the electric vehicle to an electric vehicle. It is characterized by supplying necessary power.
【００１４】[0014]
【発明の実施の形態】図１は、本発明の実施形態を示す
交流電鉄用電気車の電源回路構成図である。トロリー線
からパンタグラフ１１を通して真空しゃ断器１２や避雷
器１３を介して主変圧器１４の一次側に電源引き込みを
行う。DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a block diagram of a power supply circuit of an electric vehicle for an AC railway showing an embodiment of the present invention. Power is drawn from the trolley wire to the primary side of the main transformer 14 through the pantograph 11, the vacuum circuit breaker 12 and the lightning arrester 13.
【００１５】主変圧器１４の二次側には、コンバータ１
５1と駆動用インバータ１５2および回生用インバータ１
５3からなる主変換装置が設けられ、インバータ１５2か
ら誘導電動機１６に周波数制御した駆動電流を供給、お
よび回生電力を主変圧器１４側に回生する。主変圧器１
４の二次側には、しゃ断器を介して隣接車両の主変換装
置１７1〜１７3に接続され、その誘導電動機１８の駆動
及び回生制動を行う。１９は、照明機器や空調機器や機
械ブレーキ用コンプレッサなどの電源を得るための補助
回路である。On the secondary side of the main transformer 14, the converter 1
5 1 and the driving inverter 15 2 and the regenerative inverter 1
The main converter is provided comprising a 5 3, it regenerates a driving current of frequency controlled induction motor 16 from the inverter 15 2 supply, and the regenerative power to the main transformer 14 side. Main transformer 1
The secondary side of the 4, is connected to the main converter 17 1-17 3 adjacent the vehicle through the circuit breaker, for driving and regenerative braking of the induction motor 18. Reference numeral 19 denotes an auxiliary circuit for obtaining power for lighting equipment, air conditioning equipment, mechanical brake compressors, and the like.
【００１６】ここで、本実施形態では、駆動用の各車両
には、直流電源とする電気二重層キャパシタと、その充
放電を制御できる電流制御回路をもつエネルギー蓄積装
置２０、２１を搭載する。このエネルギー蓄積装置２
０、２１は、主変換装置の直流回路、すなわちコンバー
タ１５1、１７1とインバータ１５2、１７2の接続点に並
列に設け、電気車の電源回路との間で直流電力の充放電
ができるようにする。In this embodiment, each of the driving vehicles is equipped with an electric double layer capacitor serving as a DC power source and energy storage devices 20 and 21 having a current control circuit capable of controlling charging and discharging of the capacitor. This energy storage device 2
Reference numerals 0 and 21 are provided in parallel with a DC circuit of the main converter, that is, a connection point between the converters 15 1 and 17 1 and the inverters 15 2 and 17 2 , so that DC power can be charged and discharged between the power supply circuit of the electric vehicle. To do.
【００１７】エネルギー蓄積装置２０、２１の電気二重
層キャパシタは、急速充放電が可能で、しかも充放電の
繰り返し可能回数が一般の蓄電池設備に比して格段に高
いものである。電流制御回路は、パンタグラフからの受
電電圧を検出しておき、この電圧が設定値以下に低下し
たときに電気二重層キャパシタからインバータ等の直流
回路への放電路を形成、さらには昇圧して放電する回路
（回路接続スイッチや昇降圧チョッパ回路）を設ける。The electric double layer capacitors of the energy storage devices 20 and 21 can be rapidly charged and discharged, and the number of times of repetition of charging and discharging is much higher than that of general storage battery equipment. The current control circuit detects the received voltage from the pantograph and forms a discharge path from the electric double layer capacitor to a DC circuit such as an inverter when the voltage drops below a set value. Circuits (circuit connection switches and step-up / step-down chopper circuits) are provided.
【００１８】以上の構成により、パンタグラフ１１を通
して受電できる通常時には、エネルギー蓄積装置２０、
２１は主変圧器１４、コンバータ１５1、１７1を通した
直流電力で定格電圧まで充電しておく。そして、トロリ
ー線などの電源設備の停電やトロリー線とパンタグラフ
の接触が切れた（離線現象）場合、また電気車がデッド
セクションを通過する走行状態になったとき、電動機１
６、１８の駆動に必要な電源をエネルギー蓄積装置２
０、２１を直流電源とし、インバータ１５2、１７2で交
流電力に変換して電動機１６、１８に必要な電力を供給
する。With the above configuration, when the power can be normally received through the pantograph 11, the energy storage device 20,
21 previously charged to the rated voltage at the main transformer 14, through the converter 15 1, 17 1 DC power. When the power supply equipment such as a trolley wire is interrupted or the contact between the trolley wire and the pantograph is broken (wire breakage phenomenon), or when the electric vehicle is in a running state passing through a dead section, the motor 1
The power supply necessary for driving 6, 18 is supplied to the energy storage device 2
The DC power supplies 0 and 21 are converted into AC power by the inverters 15 2 and 17 2 to supply necessary electric power to the motors 16 and 18.
【００１９】また、エネルギー蓄積装置２０、２１を直
流電源とし、回生用インバータ１５ 3、１７3で交流電力
に変換して補助回路１９等への給電を可能にする。Further, the energy storage devices 20 and 21 are directly connected.
Power supply and regenerative inverter 15 Three, 17ThreeWith AC power
To enable power supply to the auxiliary circuit 19 and the like.
【００２０】図２は、本実施形態を在来線の電気車に適
用した場合のデッドセクションの通過態様を示す。同図
の（ａ）は在来線の場合を示し、約８ｍのデッドセクシ
ョンによって異電源を分離する電源構成としておく。こ
の構成では、電気車のパンタグラフがデッドセクション
位置になる走行時にはトロリー線からの電源遮断にな
る。このとき、電気車に搭載したエネルギー蓄積装置か
ら、主変換装置等に電源を供給することができ、電気車
は力行のままデッドセクションを通過することができ、
従来のノッチオフ標識位置からノッチオン標識位置まで
の長距離惰行運転を無くして高速走行ができる。また、
運転者はデッドセクション通過標識を意識した運転が不
要になるし、ノッチオンのままでも異電源間が短絡故障
することもない。FIG. 2 shows a passing mode of a dead section when the present embodiment is applied to an electric car of a conventional line. (A) of the figure shows the case of a conventional line, and a power supply configuration in which a different power supply is separated by a dead section of about 8 m. With this configuration, power is cut off from the trolley line when the pantograph of the electric vehicle runs at the dead section position. At this time, from the energy storage device mounted on the electric vehicle, power can be supplied to the main converter and the like, and the electric vehicle can pass through the dead section with power running.
High-speed traveling is possible without the long-distance coasting operation from the conventional notch-off sign position to the notch-on sign position. Also,
The driver does not need to be aware of the dead section passage sign, and there is no short-circuit failure between different power supplies even if the notch remains on.
【００２１】また、トロリー線からの電源遮断時には、
駆動用電動機の電機子などのインダクタンス分に蓄積さ
れた電流は電機二重層キャパシタの充放電で吸収するこ
とができ、パンタグラフにアークが発生することがなく
なるし、またデッドセクションやパンタグラフに損傷を
与えることがなくなる。また、デッドセクション通過時
に瞬時停電が生じることなく、空調機器の瞬断や照明の
ちらつきなどを起こすことがなくなる。When the power supply from the trolley wire is cut off,
The current accumulated in the inductance of the armature of the drive motor can be absorbed by charging and discharging the electric double layer capacitor, preventing arcing in the pantograph and damaging the dead section and the pantograph Disappears. In addition, there is no instantaneous power failure when passing through the dead section, so that instantaneous interruption of the air conditioner and flickering of the lighting do not occur.
【００２２】図２の（ｂ）は、新幹線の場合を示し、従
来の切替設備における開閉器ＳＷ１，ＳＷ２とその開閉
制御装置を省き、車両の最大パンタグラフ間隔（約１０
００ｍ）に一対のエアセクションのみを設けた構成と
し、その間の中セクションを無加圧区間とする。この構
成において、新幹線はブス引き通しで先頭側車両と後尾
車両間のパンタグラフがケーブルで接続されており、一
部のパンタグラフが中セクション位置になる走行状態で
は加圧状態になるトロリー線に接触するパンタグラフか
ら受電して力行することができる。そして、全部のパン
タグラフが中セクション内になる電源遮断状態では、車
両に搭載するエネルギー蓄積装置から主変換装置等に電
源を供給し、力行運転を継続することができる。FIG. 2B shows the case of a Shinkansen, in which the switches SW1 and SW2 in the conventional switching equipment and the switching control device thereof are omitted, and the maximum pantograph interval of the vehicle (approximately 10
00m), only a pair of air sections are provided, and the middle section between them is a non-pressurized section. In this configuration, the bullet train connects the pantograph between the leading vehicle and the trailing vehicle by a cable through a bus, and contacts the trolley wire that becomes pressurized in the running state where some pantographs are in the middle section position Power can be received from the pantograph. Then, in a power cutoff state where all the pantographs are in the middle section, power can be supplied from the energy storage device mounted on the vehicle to the main converter and the like, and the power running operation can be continued.
【００２３】したがって、従来の方式に比べて、切替設
備は開閉器とその制御装置が不要になって大幅に簡略化
され、その信頼性の向上、コストダウン、保守費低減、
設備寿命を延ばすことができる。また、車両の走行速度
を高める場合にも、中セクションの距離を変更する必要
がなくなる。Therefore, as compared with the conventional system, the switching equipment does not require a switch and its control device, and is greatly simplified, so that its reliability is improved, cost is reduced, and maintenance cost is reduced.
Equipment life can be extended. Also, when increasing the running speed of the vehicle, it is not necessary to change the distance of the middle section.
【００２４】また、エネルギー蓄積装置を搭載した電気
車は、電気車が力行開始や回生開始する場合にトロリー
線の電圧変化をエネルギー蓄積装置で抑制することがで
き、トロリー線や変電所などの電源設備から見て電気車
自体が負荷変動要因となることが少なくなり、該電源設
備の責務を軽減してその簡略化、コストダウン等を図る
ことができる。Further, in an electric vehicle equipped with an energy storage device, a voltage change of a trolley wire can be suppressed by the energy storage device when the electric vehicle starts to run or regenerate. From the viewpoint of the equipment, the electric vehicle itself is less likely to cause a load variation, and the responsibilities of the power supply equipment can be reduced, thereby simplifying the power supply equipment and reducing costs.
【００２５】さらにまた、エネルギー蓄積装置を搭載し
た電気車は、夜間やトンネル、地下の走行中での変電所
等の停電に際して電気車の非常用直流電源として利用す
ることができる。Furthermore, an electric vehicle equipped with an energy storage device can be used as an emergency DC power supply for electric vehicles at night or during a power outage at a substation while traveling in a tunnel or underground.
【００２６】以上の実施形態は、交流電鉄用の電気車に
適用した場合を示すが、直流電鉄用の電気車に適用して
同等の作用効果を得ることができる。また、電気二重層
キャパシタに代えて、蓄電池等を直流電源とするエネル
ギー蓄積装置を電気車に搭載して同等の作用効果を得る
ことができる。The above embodiment shows a case where the present invention is applied to an electric train for an AC railway, but the same effect can be obtained by applying the present invention to an electric vehicle for a DC railway. In addition, instead of the electric double layer capacitor, an energy storage device using a storage battery or the like as a DC power supply can be mounted on the electric vehicle to obtain the same operation and effect.
【００２７】[0027]
【発明の効果】以上のとおり、本発明によれば、電気車
には電気二重層キャパシタ等の急速充放電可能なエネル
ギー蓄積装置を搭載し、電気車がデッドセクション（在
来線）や中セクション（新幹線）を通過するときにはエ
ネルギー蓄積装置から電気車の走行等に必要な電力を供
給できるようにしたため、電鉄用電源設備としてはノッ
チ標識（在来線用）によるノッチ操作を不要にしたり、
切替設備（新幹線用）を簡略化できる。As described above, according to the present invention, an electric vehicle is equipped with an energy storage device such as an electric double layer capacitor capable of rapid charging and discharging, and the electric vehicle is provided with a dead section (conventional line) or a middle section. When passing through the (Shinkansen), the energy storage device can supply the power required for running electric vehicles, etc.
Switching equipment (for Shinkansen) can be simplified.
【図１】本発明の実施形態を示す電気車の電源回路構成
図。FIG. 1 is a configuration diagram of a power supply circuit of an electric vehicle according to an embodiment of the present invention.
【図２】実施形態におけるデッドセクションの通過態様
図。FIG. 2 is a view showing a passage manner of a dead section in the embodiment.
【図３】電鉄用の電源設備とデッドセクションの構成
例。FIG. 3 is a configuration example of a power supply facility for a railway and a dead section.
１１…パンタグラフ １４…主変圧器 １５1、１７1…コンバータ １５2、１７2…駆動用インバータ １５3、１７3…回生用インバータ １６、１８…誘導電動機 １９…補助回路 ２０、２１…エネルギー蓄積装置11 ... pantograph 14 ... main transformer 15 1, 17 1 ... converter 15 2, 17 2 ... driving inverter 15 3, 17 3 ... regenerative inverter 16, 18 ... induction motor 19 ... auxiliary circuits 20 and 21 ... energy storage device
Claims (4)
したトロリー線から受電する在来線用電気車であって、 電気車は、トロリー線からの受電で走行用電動機等に電
力を供給する電源回路と、この電源回路との間で直流電
力の充放電ができるエネルギー蓄積装置とを搭載し、 前記エネルギー蓄積装置は、電気車の通常運転時にはパ
ンタグラフを通した受電電力で充電し、電気車がデッド
セクションを通過する間は、前記電源回路への放電で電
気車に必要な電力を供給することを特徴とする在来線用
電気車。An electric vehicle for a conventional line that receives power from a trolley line in which a different power source is separated by a dead section, wherein the electric vehicle includes a power supply circuit that supplies power to a traveling motor or the like by receiving power from the trolley line. An energy storage device capable of charging and discharging DC power between the power supply circuit and the power storage circuit. The energy storage device is charged with power received through a pantograph during normal operation of the electric vehicle, and the electric vehicle is in a dead section. The electric vehicle for a conventional line is characterized by supplying necessary electric power to the electric vehicle by discharging to the power supply circuit while passing through.
したトロリー線から受電する新幹線用電気車であって、 電気車は、トロリー線からの受電で走行用電動機等に電
力を供給する電源回路と、この電源回路との間で直流電
力の充放電ができるエネルギー蓄積装置とを搭載し、 前記エネルギー蓄積装置は、電気車の通常運転時にはパ
ンタグラフを通した受電電力で充電し、電気車が一対の
デッドセクション間に設けた無加圧の中セクションを通
過する間は、前記電源回路への放電で電気車に必要な電
力を供給することを特徴とする新幹線用電気車。2. An electric car for a Shinkansen train which receives power from a trolley line in which a different power source is separated by a dead section, wherein the electric vehicle receives power from the trolley line and supplies power to a traveling motor or the like, and An energy storage device capable of charging and discharging DC power between the power supply circuit and the power storage circuit, wherein the energy storage device is charged with power received through a pantograph during a normal operation of the electric vehicle, and the electric vehicle has a pair of dead sections. An electric vehicle for a Shinkansen, wherein electric power required for the electric vehicle is supplied by discharging to the power supply circuit while passing through a non-pressurized middle section provided therebetween.
したトロリー線から電気車に給電する在来線用電源設備
であって、 前記デッドセクションは、１箇所のデッドセクションに
よって構成し、 前記デッドセクション以外の範囲を走行する電気車には
トロリー線から給電し、前記デッドセクションを走行す
る電気車には、該電気車に搭載するエネルギー蓄積装置
から電気車に必要な電力を供給することを特徴とする在
来線用電源設備。3. A conventional line power supply system for supplying electric power to an electric vehicle from a trolley line in which a different power source is separated by a dead section, wherein the dead section is constituted by one dead section, and other than the dead section. An electric vehicle traveling in a range is supplied with electric power from a trolley wire, and an electric vehicle traveling in the dead section is supplied with necessary electric power from an energy storage device mounted on the electric vehicle. Power supply equipment for incoming lines.
したトロリー線から電気車に給電する新幹線用電源設備
であって、 前記デッドセクションは、一対のデッドセクションと、
この一対のデッドセクション間で無加圧にした中セクシ
ョンとによって構成し、 前記デッドセクション以外の範囲を走行する電気車には
トロリー線から給電し、前記中セクションを走行する電
気車には、該電気車に搭載するエネルギー蓄積装置から
電気車に必要な電力を供給することを特徴とする新幹線
用電源設備。4. A Shinkansen power supply system for supplying power to an electric vehicle from a trolley wire in which a different power source is separated by a dead section, wherein the dead section includes a pair of dead sections;
An electric vehicle traveling in a range other than the dead section is supplied with power from a trolley wire, and an electric vehicle traveling in the intermediate section is provided with an electric vehicle traveling in a range other than the dead section. Power supply equipment for Shinkansen, which supplies necessary electric power to an electric vehicle from an energy storage device mounted on the electric vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000135321A JP4304827B2 (en) | 2000-05-09 | 2000-05-09 | Power supply facilities and electric vehicles |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000135321A JP4304827B2 (en) | 2000-05-09 | 2000-05-09 | Power supply facilities and electric vehicles |
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| Publication Number | Publication Date |
|---|---|
| JP2001320804A true JP2001320804A (en) | 2001-11-16 |
| JP4304827B2 JP4304827B2 (en) | 2009-07-29 |
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ID=18643414
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000135321A Expired - Fee Related JP4304827B2 (en) | 2000-05-09 | 2000-05-09 | Power supply facilities and electric vehicles |
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Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003319509A (en) * | 2002-04-22 | 2003-11-07 | Odakyu Dentetsu Kk | Method and device for protecting pantograph for railcar |
| JP2004364412A (en) * | 2003-06-04 | 2004-12-24 | Toshiba Corp | Vehicle auxiliary power supply device and electric vehicle using the same |
| KR100682512B1 (en) | 2004-05-18 | 2007-02-15 | 한국철도기술연구원 | Maintenance Method of Vehicle Control Circuit for Light Train |
| JP2009183079A (en) * | 2008-01-31 | 2009-08-13 | Hitachi Ltd | Railway vehicle drive system |
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Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003319509A (en) * | 2002-04-22 | 2003-11-07 | Odakyu Dentetsu Kk | Method and device for protecting pantograph for railcar |
| JP2004364412A (en) * | 2003-06-04 | 2004-12-24 | Toshiba Corp | Vehicle auxiliary power supply device and electric vehicle using the same |
| KR100682512B1 (en) | 2004-05-18 | 2007-02-15 | 한국철도기술연구원 | Maintenance Method of Vehicle Control Circuit for Light Train |
| JP2012039867A (en) * | 2004-06-22 | 2012-02-23 | Toshiba Corp | Device for control of electric rolling stock |
| JP2009261242A (en) * | 2004-06-22 | 2009-11-05 | Toshiba Corp | Controller of electric rolling stock |
| JP2009183079A (en) * | 2008-01-31 | 2009-08-13 | Hitachi Ltd | Railway vehicle drive system |
| JP2010220399A (en) * | 2009-03-17 | 2010-09-30 | Toshiba Corp | Control device for securing in-vehicle power supply of electric vehicle |
| JP2012254018A (en) * | 2009-10-19 | 2012-12-20 | Toshiba Corp | Power conversion apparatus |
| JP2011239610A (en) * | 2010-05-12 | 2011-11-24 | Toshiba Corp | Alternating-current electric vehicle |
| WO2011142121A1 (en) * | 2010-05-12 | 2011-11-17 | 株式会社 東芝 | Alternating-current electric vehicle |
| CN102985280A (en) * | 2010-05-12 | 2013-03-20 | 株式会社东芝 | Alternating-current electric vehicle |
| AU2011251493B2 (en) * | 2010-05-12 | 2013-08-15 | Kabushiki Kaisha Toshiba | AC electric vehicle |
| CN102985280B (en) * | 2010-05-12 | 2016-01-20 | 株式会社东芝 | AC electric vehicle |
| JP2012050162A (en) * | 2010-08-24 | 2012-03-08 | Hitachi Ltd | Rail car with onboard electric component for rail car mounted thereon and train of rail cars |
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| CN112152246A (en) * | 2020-09-22 | 2020-12-29 | 上海申沃客车有限公司 | Energy management optimization method based on double-source trackless vehicle scheduling system |
| CN112152246B (en) * | 2020-09-22 | 2022-08-16 | 上海申沃客车有限公司 | Energy management optimization method based on double-source trackless vehicle scheduling system |
| EP4063169B1 (en) * | 2021-03-26 | 2025-06-18 | Siemens Mobility GmbH | Vehicle traction system |
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