JPH1066204A - Power device for air-and motor-driven car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the consumption of fuel and electric power by improving a method for treating kinetic or potential energy relating to the inertial resistance and the grade resistance. SOLUTION: A line receiving device comprising a storage battery 10 and an engine generator 2, or a chopper 30, a transformer 3T and a rectifier 5T, is arranged inside an electric car. Rush overload by the inertial resistance and rush or heavy load by the grade resistance are mainly covered by the charging and discharging of the storage battery 10. Running resistance load and in-car facility load are covered by the engine generator 2 in non-electrified railway zone and by the line receiving device in electrified railway zone. The generator 2 changes over two pairs of three-phase armature windings and rectifiers, and star-delta and series-parallel connections to generate and supply power in the full range of revolutions. A motor-driven device, with two contactors arranged to one side of an electric motor circuit 22 and two choppers 30 arranged in the bridge shape to the other and connected to the positive and negative poles of the storage battery 10, is structured in such a way as to make it possible to perform both motordriving and regenerative operations with the same current direction of the electric motor circuit 22.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a diesel driven locomotive or a diesel locomotive (hereinafter collectively referred to as a diesel vehicle) and a train or an electric locomotive (hereinafter collectively referred to as an electric vehicle). The present invention relates to a power plant, and also affects a vehicle running on a road.

[0002]

2. Description of the Related Art In a non-electrified railway section of a railway, a pneumatic vehicle driven by an internal combustion engine (hereinafter referred to as an engine) is operating instead of a conventional steam locomotive.
A method of driving a vehicle via a booster fluid joint such as a torque converter (hereinafter, referred to as a direct pneumatic type) is mainly used for a large locomotive, and a method of driving via a generator and a motor (hereinafter, a pneumatic type). An electric type is also used, but in either case, an engine with a capacity corresponding to the heavy load of acceleration or climbing uphill is used. ) And friction brakes (hereinafter referred to as wheel brakes) arranged on each wheel are used. Also, in the case of a road running vehicle, a pneumatic direct type driven by an engine through a friction clutch or an intensifying fluid joint is used. Engine braking and wheel braking are used for deceleration and braking.

[0003] In the electrification line section of the railway, an electric vehicle is used which receives power from an overhead line or a third rail (hereinafter collectively referred to as an overhead line) by a current collector and drives the vehicle by an electric motor. In the meantime, a method of using a motor as a generator to cause a resistor to consume power (hereinafter referred to as a power generation brake) and a wheel brake are used, and a method of transmitting the power to an overhead wire (hereinafter referred to as a regenerative brake) is being adopted. There is a reverse conversion facility at the substation in that section.

A locomotive and an electric vehicle (hereinafter referred to as a storage battery vehicle) that are electrically driven and have a battery mounted therein,
There are also trolley buses that receive electric power from two positive and negative overhead lines and are driven electrically. Especially, electric vehicles are being developed and improved from the viewpoint of emission control in urban areas.

[0004]

In any of the above-described systems, the power unit of a vehicle has a light load during steady running on a flat road, but consumes a large power due to a heavy load during acceleration and climbing a slope. In braking and downhill deceleration, the energy of vehicle motion and the energy of the position are returned to heat by the wheel brake, engine brake or power generation brake and dissipated into the atmosphere, and the energy loss covers most of the power consumed. ,Also,
In the electrification line section, a heavy load is applied to the overhead line and the substation, and a large voltage drop causes a power loss, and the efficiency of the regenerative braking is not good.

[0005] Recently, not only domestic problems such as tight power supply and demand and restrictions on the location of power plants, but also depletion of fuel oil resources and environmental pollution and global warming due to exhaust gas have become important problems on a global scale. The vehicle field also accounts for a considerable percentage,
There is an urgent need to reduce power and fuel consumption as well as to control harmful components of exhaust gas.

[0006] Generally, a vehicle repeats a start-up / acceleration-powering-coasting-deceleration / stop or start-up / acceleration-steady powering-deceleration / stop operation cycle between stations, with uphill and downhill in an operation section. However, the main resistances in the operation of the vehicle are a running resistance Fv obtained by combining the rolling resistance of the wheels and the air resistance of the vehicle body, an inertial resistance Fi due to acceleration / deceleration, and a gradient resistance Fs accompanying uphill / downhill. The resistance Fv is always a positive (+) value, the inertia resistance Fi is a positive (+) value during acceleration, a negative (-) value during deceleration, the gradient resistance Fs is positive (+) when going uphill, and negative (+) when going downhill. If the value of-) is taken and the traveling distance is S, the amount of inertial work per station driving cycle ΣWi
= Σ (Fi * S) is the energy of the motion, the work of climbing and descending slopes in each reciprocating cycle of the operation section ΣWs = Σ (Fs *
S) acts as a position energy, such as reactive power Pn, which is positively and negatively offset and becomes zero (Zero), and the work amount ΣWv = Σ (Fv * S) of the running resistance is the effective power P
You have worked as e.

[0007] In the operation section with uphill and downhill,
There is one way of getting on and off the station on the way and commuters moving in one direction in the morning and evening, and the work amount of climbing and descending ΣWs in each round-trip cycle remains unequal in passenger weight as a positive (+) or negative (-) value. The value is much smaller than that of the vehicle's own weight, and can be considered as the reactive power Pn which is positive / negatively canceled by bidirectional movement in the full-day cycle (a plurality of round trips per day) and becomes zero as described above.

The capacity of the engine is selected in consideration of the power running resistances Fda = Fv + Fi and Fd = Fv + Fs at the time of acceleration and climbing, taking into account the overload capacity of the power system. At a running speed on a sloping road, the running resistance Fv is less than the half load of the engine, and most of the engine output is occupied by the inertial resistance Fi and the slope resistance Fs, and the energy consumed there is returned to heat by the wheel brakes and the engine brakes. That is, most of the consumed energy is wasted.

As with the above-mentioned engines, a motor having a large capacity is selected, and the motor can be decelerated and braked in a wide speed range up to a very low speed just before the stop by the power generation brake. The energy used for the resistance Fi and the gradient resistance Fs is returned to heat and discarded unnecessarily, and regenerative brakes are being used to recover the energy. However, inrush loads and heavy loads are reduced by overhead lines and substations. In areas where the operating density is high and the operating density is high, it can reach several tens of percent, which not only causes power loss but also decreases the driving performance of the vehicle and reduces the regenerative power efficiency. An increase in the amount of copper wire and a reduction in the interval between substations are required, and an inverter is required in the vehicle in the AC line section and in the substation in the DC line section.

[0010] In a storage battery vehicle, charge and discharge losses inevitable due to the principle of storage of the storage battery are large, a long stop is required for charging, and the traveling distance for each charge is small.

SUMMARY OF THE INVENTION In view of the above problems, the present invention provides an improved method of processing motion and position energy relating to the inertial resistance and gradient resistance of a vehicle, and provides an overall energy efficiency of a vehicle power unit including an engine and a power supply. It aims to improve fuel consumption and reduce fuel and power consumption.

[0012]

In order to achieve the above-mentioned object, in a power plant for a vehicle according to the present invention, a capacitor is mounted in an electric vehicle, and in a non-electrified line section, an engine-driven power generator is provided. (Hereinafter referred to as engine generator) in the vehicle to be pneumatically driven, and in the DC electrification section, control elements for suppressing and backflow prevention such as reactors and choppers are arranged in the power receiving circuit, In the electrification line section, a power receiving transformer and rectifier are arranged and connected in parallel with the battery to form a main power source.The reactive power Pn associated with vehicle acceleration / deceleration and uphill / downhill is mainly charged and discharged by the battery. A mechanism in which the effective power Pe for the running resistance and the power loss pn of the power system due to the processing of the reactive power Pn and the power consumption of the in-vehicle equipment such as auxiliary equipment and lighting are mainly covered by the engine generator or the received power. I will provide a.

[0013] The storage battery is a DC storage battery, and processes the reactive power Pn of acceleration / deceleration in the driving cycle of the vehicle and uphill / downhill in the operation section by discharging / charging within an allowable range of voltage fluctuation. Necessary and sufficient capacitance (F)
And withstand inrush power.

The electric machine part of the engine generator is a three-phase AC synchronous machine, two sets of armature windings, a Y..DELTA. Switching circuit and a rectifier are provided respectively, and a smoothing reactor and a series / parallel switching on the DC side. A circuit is provided, and two sets of armature windings are provided with a phase difference of 30 degrees in the armature angle, and each rectifier is configured in a three-phase bridge type with a control element such as a thyristor.

The two three-phase AC synchronous machines are connected so that their rotating fields have a phase difference of 30 electrical degrees.
A set of armature windings can be used. Alternatively, a simple three-phase AC synchronous machine may be provided with a Y / Δ switching circuit and a rectifier.

As the engine, a high-speed diesel engine with a turbocharger is most suitable for a vehicle requiring small size, light weight, high output and high efficiency, and a gas turbine can be used. For a small vehicle, a gasoline engine or a natural gas engine may be used. In addition, the adoption of a fuel cell or the like may be considered in accordance with technological progress.

The engine generator, the rectifier, and the fuel tank are mounted on a vehicle having an electric motor (hereinafter referred to as a motor vehicle). In the case of an electric passenger car, the engine generator, the rectifier, and the fuel tank are mounted under the floor. It is better to equip it under the floor of the non-powered vehicle as a power supply vehicle.

A co-generation system (Co-Ge)
A heat exchanger including an absorption cooler is disposed in the vehicle as a nation system, and the exhaust heat (cooling water heat and exhaust heat) of the engine is used for winter heating and summer cooling.

In the non-electrified section, the rectifier of the engine generator, in the AC section, the rectifier of the receiving transformer, in the DC section, an LC smoothing circuit and a chopper in the receiving circuit, and in both the AC and DC sections. Then, a contactor for switching between a rectifier and a chopper is arranged, and each is connected in parallel with a capacitor through a circuit breaker to constitute a main power supply circuit.

The main power supply side of the motor is
Contactors, and two choppers or one diode and one chopper each for control via a smoothing reactor on the opposite side, connected in a bridge form to the positive and negative electrodes of the main power supply circuit, respectively. Constructs a driver circuit of the electric device.

[0021] A steep storage line section with a special high head (Japanese Patent Application No. 8
In the above-mentioned chopper, a diode and a contactor or a switching element are added in anti-parallel to the above chopper,
A regenerative power transmission circuit is configured.

A resistor and a bypass contactor are inserted between the regenerative contactor and the negative electrode of the above-mentioned operation main circuit to constitute a power generation brake circuit for adjusting an emergency charge. Arranging a contactor or switching element on the DC side of the rectifier of the receiving transformer, switching from the positive pole of the main power supply to the motor circuit, making the rectifier work as an inverter,
An engine braking device or a regenerative power transmission circuit can be configured.

A branch from the main power supply circuit, an inverter and a transformer are arranged, the low-voltage power of the in-vehicle equipment such as excitation of the motor field, auxiliary equipment and lighting, and a rectifier and a storage battery are arranged. Supply uninterruptible DC power to loudspeakers and communications.

In general, a motor vehicle of an electric passenger car is driven by all four axes. However, two motors are permanently connected in series to switch between the two groups in a direct / parallel manner. In the non-electrified line section, it is connected to the power supply vehicle with the aforementioned engine generator / rectifier, and in the electrified line section, the power receiving device including the receiving transformer / rectifier or diode or chopper is placed under the floor of the motor vehicle or non-motorized vehicle. Equip, configure the minimum unit knitting, and connect multiple sets according to the business density to obtain knitting of the required size.

In the case of a large-capacity locomotive, a power unit is divided for each bogie (for example, every two axes) in consideration of safety at the time of failure (in particular, a battery), and power is generated for each power unit via a circuit breaker and a diode. Alternatively, it is preferable that the receiving power is supplied and the common set of in-vehicle facility inverters is supplied with power from each power unit via a circuit breaker and a diode.

As the electric motor, it is advantageous to use a DC non-commutator motor in which a distributor is attached to a rotating field type three-phase synchronous machine and an inverter such as a thyristor is combined, in terms of structure, overload / overvoltage capability and efficiency. Field control (series winding,
Shunt and compound winding characteristics), Y and Δ switching of the armature winding, and two motors or two groups of series / parallel switching circuits are arranged.
Shift stages of Y series (first speed), Y parallel (second speed), and Δ parallel (3rd speed) are formed.

When the single motor capacity of a locomotive or the like is large, or in the above-mentioned electric passenger car, if necessary, each motor has two sets of armature windings having a phase difference of 30 degrees in electrical angle, and an inverter and a Y. -A [Delta] switch and a serial / parallel switch circuit are provided to form the above-mentioned shift speed.

In the case of using a DC commutator motor by diverting a conventional electric vehicle, similarly to the above, two armatures are permanently connected in series to form two groups of series (first speed) and parallel (second speed). Switching and forward / reverse switching circuit of armature group are arranged, and series-wound field is arranged with serial / parallel switching circuit like armature, connected in series with armature group, two permanent series motors A series / parallel switching circuit is further arranged on the series-wound field to form a shift stage up to half-excitation (third speed).

In the cabs at both ends of the train set, a master controller,
Brake air valves and various instruments (in automobiles, gearshift levers, accelerator pedals, brake pedals, steering wheels, and various instruments are provided in the driver's seat for driving operation), speed sensors are provided on the axles, engine generators, power receiving / capacitors, and motor circuits. In addition, various sensors such as temperature, rotation speed, voltage, current, etc., and a compressed air source for wheel brakes (hydraulic system for automobiles) and equipment such as a main control device are arranged in the vehicle.

[Like an accelerator / brake of a car]
In vehicles where start-up, acceleration, and braking operations are frequent, switching elements such as thyristors are used instead of parallel and electric contactors, and diodes are used instead of series and regenerative contactors in both generator and motor circuits. It is desirable to do.

[0031]

The power unit according to the present invention constructed as described above operates as follows. The difference between a railway vehicle having a power unit composed mainly of four electric motors and a power storage device is as follows. A description will be given with｝.

[Charge / Discharge Characteristics] Since the internal resistance of the battery is extremely small and there is no chemical change accompanied by a charge / discharge voltage drop or a time lag due to the unavoidable polarization action of the battery, the charge / discharge power loss is extremely small. A sudden change in voltage due to the small inrush power due to inertial resistance concentrated for several seconds to several tens of seconds when accelerating or braking the vehicle, or the large power due to gradient resistance concentrated for several minutes to several tens of minutes when climbing or descending a steep slope. It is possible to charge and discharge smoothly and efficiently.

[Load Sharing] An inrush load due to inertial resistance and a heavy load due to gradient resistance are applied to a battery in a vehicle having a much smaller internal resistance and shorter wiring compared to the impedance of a generator, a transformer, an overhead wire or a substation. To concentrate on the generator,
The load of the transformer and the overhead wire is reduced and leveled to a value close to the steady running resistance, and the voltage drop is significantly reduced.

[Generating operation] The engine generator supplies the power consumption of the in-vehicle equipment such as auxiliary equipment and lighting while the vehicle is stopped at a low speed near the idling in the Y series. And high-speed rotation in parallel with Δ, substantially by full-excitation field control and control rectification, always adjust the generated voltage to the storage voltage and supply power so as to share the load with the storage device, and always run at an output speed that matches the load, Maintains thermal efficiency over the entire engine speed range.

In the case where the power consumption of the in-vehicle equipment is supplied by the storage battery for starting the engine and the low-voltage generator for charging the same as in a car, a set of a three-phase AC synchronous machine having an armature winding and a Y.V.
A connection and medium-speed and a connection and high-speed rotation are performed by the Δ switching and the rectifier, and power is supplied during traveling in the same manner as described above.

[Generation output] On the high-speed side of each connection described above, the generator generates an output voltage higher than the rated voltage and is transformed into the rated voltage by control rectification. It is also possible to use the above connection switching and the field control in combination to avoid an excessive voltage transformation ratio and suppress an increase in the armature and rectifier losses due to iron loss and distortion waveforms.

[Rectified Output] The two sets of armature windings each function as six phases by three-phase bridge rectification, and the electrical angle is 30.
Are combined on the DC side with a phase difference of two degrees, acting as if they were 12 phases to obtain a DC output with an extremely small pulsation rate, but the reactor also cancels out the DC flux of both rectifiers against the pulsation of control rectification. It has an effective smoothing action without magnetic saturation and suppresses the peak current due to the capacitive load of the battery.

[Overhead power reception] In a DC power supply section, a power receiving circuit chopper is used. In an AC power supply section, a power receiving transformer rectifier is used. When it is low, the reverse flow of the stored power is prevented, so the stored voltage is maintained at a higher value than the median value of overhead line voltage fluctuation, and always maintains the operation performance at the rated voltage. The received power is controlled by the chopper and the transformer / rectifier in accordance with the storage voltage so that the gradient resistance load is mainly shared by the storage device.

[Initial / Auxiliary Charging of Battery] When a battery is newly installed or replaced, or before operation after a night stop, field control and control rectification are performed for the engine generator, chopper control is performed for DC overhead power receiving, and a transformer is used for AC overhead power receiving. Performs initial charging from zero voltage and supplementary charging of leakage power by tap switching and control rectification.

[Regenerative power transmission] In the downhill operation of the storage line section (see Japanese Patent Application No. 8-134091) with a special high head of DC electrification, the contactor for sending becomes "on" and the AC power line of special high head In the section, the rectifier is replaced by an inverter, and the regenerative power controlled by the chopper of the driver's main circuit is sent to the overhead line, but the stored power in the vehicle is a diode in the DC section and a regenerative transmission contactor in the AC section. It is blocked and does not flow backward to the overhead line, and the chopper of the driver's main circuit responds immediately to a sudden drop in overhead line voltage,
When it soars, it immediately switches to charging the battery inside the vehicle,
A sudden change in regenerative voltage / current, that is, regenerative brake torque is prevented.

[Operation] When the main controller is inserted into the "power running" notch, {when the shift lever is inserted into the "D" notch}, the electric contactor is turned "on", the negative side chopper is controlled and the electric motor is set to "1". Speed), press the "acceleration" notch and press the accelerator pedal.
Then, proceed to "2nd gear" or "3rd gear" according to the speed, and when it reaches the predetermined speed, return to the "power running" notch. {If you release the accelerator pedal}, it corresponds to the speed stored in the main control unit. If the gear shifts to steady power running with the constant speed control at the gear of gear # 2, the master controller returns to the "neutral" notch and the gear shift lever returns to "N". When the motor is closed, the electric motor runs idle and the vehicle runs by inertia.

When the master controller is put into the "braking" notch {when the brake pedal is depressed}, the regenerative contactor is turned "on" to form a motor current circuit in the same direction as during power running. When the regenerative power controlled is charged to the battery, the gear stage corresponding to the speed and the regenerative brake with the torque according to the set deceleration (braking pedal depression force) work to decelerate the vehicle, and the regenerative voltage falls to the stored voltage Then, the operation proceeds to the control operation of the negative side chopper, the charging is continued by boosting with the pulsating electromotive force of the reactor, the regenerative voltage further decreases, and it shifts to the power generation brake by Joule heat of the main circuit such as the armature. Then, the brake air valve is operated according to the predetermined stop position, {the brake pedal is depressed}, and the vehicle is stopped.

On a downhill road, if the master controller is put into the "slow down" notch {if the accelerator pedal is released}, the regenerative contactor will be "on" in the same manner as described above, and the positive and negative choppers are linked according to the regenerative voltage. When the regenerative brake is activated, the battery is charged, and the electric field is controlled at the speed corresponding to the stored value of the speed at the time of the operation, thereby performing deceleration accompanied by constant speed control.

The motor has a constant torque characteristic of the armature current control by the chopper up to the upper limit of the electric range of the full excitation in each shift speed, and a constant output characteristic of the field control at a higher speed. The vehicle accelerates and decelerates at a constant acceleration and a droop acceleration in a constant output range, and switches the speed according to the speed so that the head between the armature electromotive force and the storage voltage does not become excessive. Reduce average chopper debt and loss.

[Non-Commutator Motor] If the rating of the three-phase armature Y connection is adjusted to the rated speed and traveling speed (for example, 50 km / h at 1500 rpm) of a commutator motor of a general electric vehicle, Δ
By connecting, the total excitation motor range is expanded to 1.732 times (87 km / h at 2600 rpm), the excitation in the above constant output range is increased to 1.732 times, and armature reaction and copper loss are reduced even in the inrush load of acceleration and braking. Therefore, if the torque characteristics and efficiency in overload are good, and if the control elements such as inverters and choppers are strengthened, the constant torque / constant acceleration range is expanded to 1.732 times the speed with no copper loss in Δ connection, Since a steady output of 1.732 times is also possible, acceleration and gradient limits in the high-speed range can be increased.

At the time of deceleration / braking, the distributor is disconnected, the inverter is replaced with a rectifier, and the regenerative brake is operated in the same main circuit current direction as in the case of electric motor operation. Although an armature electromotive force of ~ 2 times is generated, trouble (T
1.732 rated and without copper loss increase
Up to twice the regenerative output is possible, the same braking deceleration as in the low / medium speed range can be obtained even in the high speed range, and rapid braking can be performed with the regenerative brake. The positive-side chopper can be replaced with a diode.

A motor having two sets of armature windings having a phase difference of 30 degrees operates in the same manner as the above-mentioned [rectified output] generator.
The three motors can achieve three-stage shifting, and the pulsating torque is extremely small in a 12-phase alternating current, and the wheels have good adhesion especially during starting, acceleration, and deceleration.

[Commutator Motor] In the case of a DC commutator motor, the electric motor operates as described in the above [Operation], and the regenerative operation is performed by switching the armature group in the reverse direction and using a series winding field current in the same direction as that during power running. The regenerative voltage rises from the residual magnetism, and the regenerative brake operates until the shift to the power generation brake, while the voltage and current are controlled by the choppers on both the positive and negative poles side by side. It becomes a pressure line and evenly excites the field of all the electric motors, thereby preventing the cross-current turbulence of the parallel electric motors.

From the self-excited amplifying power generation characteristics of the series motor,
After the initial excitation by the negative-side chopper, the current is controlled by the positive-side chopper in the high-speed range. Due to restrictions, in addition to special specifications (for example, 200%) with a high overvoltage capability, the armature electromotive force cannot be taken so large. Therefore, mainly at each speed stage, the field strength is switched, that is, the series / parallel switching and the positive / negative pole are performed. By the cooperative operation of the choppers on the side, up to the upper limit of the constant torque characteristic region, the armature electromotive force is controlled to be close to the storage voltage less than the overvoltage tolerance, and the deceleration operation is performed with the droop acceleration of the constant output characteristic.

According to the traveling speed and the deceleration load, the field
Parallel switching is performed separately from the armature, and the regenerative voltage as close as possible to the storage voltage reduces the debt and pulsation losses of the reactor and chopper, and performs speed reduction with constant speed control.

The regenerative brake works without transient turbulence because even the inrush load or heavy load has a gradual change in the stored voltage and is not affected by a sudden change in the overhead line voltage, and the regenerative operation is stable even with a series motor having self-excited amplifying power generation characteristics. Is obtained.

[Emergency Charging Adjustment] On a steep uphill or downhill with a high head, control is performed so as to increase the power supply or received power of the engine generator to avoid overdischarge, and the regenerative power is supplied to the generator brake resistor and the engine brake. Electricity can be consumed to avoid overcharging.

[Preliminary charging] On a steep road, the capacity of the motor is limited, and on a sharply curved road, the speed is limited to a medium speed, and the engine generator or the overhead line receiving power supply for the running resistance has a light load. In such sections, generators and overhead lines control power generation and power reception at a higher voltage, precharge them to increase the storage voltage, and discharge electricity on flat and gentle slopes and straight and gentle curves to generate electricity. High-speed running with a running resistance exceeding the capacity or the receiving capacity is also possible, and it is desirable to control the power generation and receiving power together with the above in accordance with a plan program in advance according to the route conditions of the operating section and the driving schedule.

[0054]

Embodiment 1 Embodiment 1 will be described with reference to the drawings, mainly with reference to the drawings, with reference to the drawings, in which a power unit of a vehicle having four electric motors and an electric passenger car driven by all axes as one power unit is mainly used.

[Generator Circuit] In FIG. 1A, two sets of armature windings 3a, 3a of a generator 2 driven by an engine 1 are shown.
The three-phase AC power generated in b. passes through the three-phase bridge rectifiers 5a, 5a,
b, three-phase full-wave rectification, and direct-current power to the main power supply lines 9P (positive electrode) and 9N (negative electrode, vehicle body ground) via the reactors 6a and 6b, the serial / parallel switching contactors 7S and 7P, and the circuit breaker 8. Supply.

3 where two sets of armature windings 3a and 3b are generated
The phase AC powers Ra, Sa, Ta and Rb, Sb, Tb are 3
It has a phase difference of 0 degree, each has a 6-phase rectified waveform by full-wave rectification, and a 12-phase AC rectified waveform synthesized on the DC side,
Further, the reactors 5a and 5b have a common iron core, and have a polarity that cancels out the magnetic flux of the DC of the six-phase pulsating flow, and without reducing the reactance, smoothes the 12-phase pulsating flow due to the distorted waveform of the control rectification. Suppresses the peak current of the capacitive load.

[Capacitor circuit] The capacitor 10 is a disconnector 1
1 and connected in parallel to the above-described power generation / rectification output via main circuit lines 9P and 9N via a circuit breaker 12.

[In-vehicle low-voltage power supply] Branched from the main power supply line 9P by a circuit breaker 13 and converted into three-phase AC low-voltage power by an inverter 14 and a transformer 15 to excite the motor field, and
The power is supplied to the lighting and the like, and the uninterruptible low-voltage direct current is supplied to the rectifier 16 and the storage battery 17 for excitation, control, communication, and the like.

The engine 1 has a fuel tank 18 as well as
It has a heat exchanger 19 (including an absorption type cooler) that uses exhaust heat, and the exhaust heat (cooling water heat and exhaust heat) almost twice the engine output Pe occupies most of the energy consumption of equipment in the vehicle. Used for cooling and heating.

[Power Supply of Plurality of Units] When power is supplied to a plurality of power units, such as a locomotive or a plurality of power vehicles and a power train, the above-described circuit breaker 8 is driven as shown by a dotted line. The power is supplied to the main power supply line 9P of each power unit via the diode 20, and the power is crossed by the diode 20 due to the inequality of the storage voltage between the power units each having the capacitor 10. To prevent the failure from spreading.

[Common Low-Voltage Power Supply] When a plurality of in-vehicle low-voltage power supplies of a plurality of power units are used as a common set, a circuit breaker 13 branches from the main power supply line 9P of each power unit as shown by a dotted line, and a diode. 21 to the inverter 14 via
In addition, the diode 21 prevents cross-flow of power between the power units, and consumes power having a higher storage voltage.

[Operating Main Circuit] At the time of electric power operation, the electric contactor 24 is turned on, the negative side chopper 27 is controlled to operate the motor circuit 22, and the positive side chopper 26 is fully opened to function as a return diode. For regeneration, contactor 2 for regeneration
5 is “ON”, the positive side chopper 26 is controlled and operated in the middle / high speed region where the regenerative voltage is higher than the main power supply voltage V, the negative side chopper 27 is fully closed, and the negative side chopper 27 is operated in the low speed region lower than the main power supply voltage V. A control operation is performed to generate a pulsating electromotive force in the reactor 23 to boost the pressure, and charge the electric storage device 10 through the fully opened positive electrode side chopper 26.

[Emergency Charge Adjustment] Battery 1 at high head
When 0 is overcharged (overvoltage) or it is expected,
By turning off the bypass contactor 29, the negative side chopper 27 is controlled and operated, the regenerative power is consumed by the resistor 28 to generate electricity, and the charging of the battery 10 can be adjusted. To avoid this, it is preferable to adjust the charge as in [Preliminary charge / discharge] described later.

[Overhead Power Receiving] In the DC electrification section, as shown by a dotted line, a power receiving chopper 30 is arranged on the positive electrode 9P of the main power supply (the positive electrode side of the chopper 26), and the LC filtering circuit (the capacitor 31 and the The main power line negative electrode 9N is connected to a track 37 via an axle grounding device 36 to form a power receiving device.

The chopper 30, together with the filtering reactor 32, suppresses an abnormal rush charging current into the battery 10 due to a rapid rise of the overhead line voltage, and stores the battery voltage so as to mainly share the gradient resistance load to the battery 10 when operating on a slope road. The received power is controlled in accordance with, and the backflow of the stored power is prevented when the overhead line voltage drops.

[Regenerative Power Transmission] When regenerative power is transmitted in a steep storage line section having a special high drop, as shown by a dotted line, a contactor 38C and a diode arranged in anti-parallel with the power receiving chopper 30 are used. 38D works to transmit regenerative power,
When the overhead line voltage suddenly rises, the diode 38D prevents backflow, and the regenerative power is charged in the battery 10 via the diode 39.
In the event of a sudden fall, the diode 39 prevents reverse outflow of the stored power, and the control operation of the positive side chopper 26 prevents sudden changes in regenerative power and torque in any case.

[Power Supply Vehicle] In FIG. 1B, an engine 1, a generator 2, a control box 4, a rectifier box 5, a fuel tank 18, and a heat exchanger 19 are arranged under the floor of a power supply vehicle 40, and a power supply unit is provided. And the control box 4 has the contactors 4y, 4δ,
7s, 7p, all the power control devices such as the circuit breaker 8, etc., and the rectifier box 5 includes rectifiers 5a, 5b and reactors 6a, 6
b is stored.

[Powered Vehicle] Under the floor of a powered vehicle 42 having electric motors 41 (M1 to M4) on each axle, the battery 10, the control box 43, the auxiliary device 44 and the resistor 28 are arranged. Contactors 24, 25, 29, choppers 26, 27,
The inverter 14 for the low-voltage power supply in the vehicle and the like and a motor control device to be described later are stored. In the case of overhead power reception, as shown by a dotted line, a current collector 34 is arranged on the roof, and a power receiving box 45 is arranged below the floor, and the chopper 30 is disposed. , A contactor 38C, a diode 38D, a capacitor 31, a reactor 32, a circuit breaker 33, and other power-receiving devices and elements.
In place of, a non-powered vehicle is connected and operated by electric vehicle formation.

[Charge / Discharge Characteristics] In FIG.
In comparison with the charge / discharge characteristics of a storage battery that is generally used as a power storage device, the charge / discharge characteristics of the battery according to the capacitance C (F) and the storage amount Wc (MJ) are as shown in FIG. , And the no-load voltage V is V-δV from the straight line IOG
Although the voltage fluctuates between o + δV, charging is performed by a straight line A, B, and C of a charging voltage Vc = V + I * r, which is higher than the charging / discharging current I by a voltage drop I * r due to the internal resistance r of the capacitor. It proceeds on a straight line DEF of a discharge voltage Vd = VI-r * r lower by the drop I * r, and immediately after charging / discharging stops, returns to the no-load storage voltage V immediately after the horizontal line GH or IJ Become like

In the storage battery, as shown in the following figure (b), the electromotive forces ec and ed due to the chemical polarization action are added to the internal resistance r of the storage battery, and the charging voltage Vc becomes a straight line A, B, C of V + (I * r + ec). , The discharge voltage Vd is V- (I * r + ed)
After stopping charging / discharging, it does not immediately return to the point G or J of the no-load storage voltage V, but instead returns to the dotted line curve C / H.
And F / J, it is delayed by several minutes until it returns substantially, and the rise at the start point A is delayed by several seconds.

In both cases, the integrated value of the storage voltage V between the points I and O and between the points O and G with respect to the charging and discharging time t of the current I is different from the rated voltage Vo of the middle point O with respect to the charging and discharging power with respect to the voltage fluctuation ± δV. And the voltage drop of charging / discharging (I *
r, in the storage battery, I * r + ec and I * r + ed) cause power loss, and the charging / discharging efficiency ηc becomes the ratio of Vd / Vc. In charging and discharging, the charging and discharging power efficiency ηc is 70 to 80%, and the efficiency ηc is further remarkably reduced by rapid charging and discharging at an hourly rate. However, in a capacitor, its storage principle (capacitance) and its structure (facing / leading conductor) ), Only the extremely small internal resistance r is the charge / discharge loss and there is no time lag, so the inrush power concentrated for several seconds to several tens of seconds or the large power concentrated for several minutes to several tens of minutes can be extremely efficient. That is, charge and discharge can be performed well.

[Generator Characteristics] In FIG.
Are the basic rotation speeds Nio, Nio that generate the rated voltage Vo at full excitation Φo for each of the Y series, Y parallel and Δ parallel connections.
yo and Nδo, and each excitation Φ
o, the respective lines of the electromotive force characteristics Ei, Ey, and Eδ and the required excitation characteristics Φi, Φy, and Φδ for generating the rated voltage Vo are excessive on the low speed side of each of the basic rotational speeds Nio, Nyo, and Nδo. The rated voltage Vo by excitation, and the full excitation Φo on the high-speed side
And the rated voltage Vo is supplied by the voltage conversion of the control rectification, and the basic capacities of the basic rotational speeds Nio, Nyo and Nδo are the maximum rotational speed Nmax at Pio, Pyo and Pδo, respectively.
Is Pδmax and is arranged on a straight line Po proportional to the rotation speed N.

[Engine Characteristics] Generally, the vehicle engine 1 has a medium-to-high torque and a shaft output characteristic from a medium speed range to a high speed range, as shown by a torque curve T and an output curve Pe, and has an electric power as an engine generator. Output characteristics are shaft output P
e is multiplied by the efficiency ηg of the generator 2 to obtain a curve Pg, and the fuel consumption rate is a medium-low curve Fe, which is minimum in the rotational speed region where the maximum torque Tmax is generated, and has good thermal efficiency. It is appropriate to select the rated capacities of the two units 1 and 2 so as to slightly exceed the basic output Po of the generator 2 in view of the overload torque capability of the two units 1 and 2. Using the engine 1 having Nmax sufficiently higher than the number Nδo, its basic high-speed rated capacity P without increasing copper loss.
It is preferable to obtain an electric output Pgmax slightly exceeding the output Pδmax in consideration of an increase in iron loss at the maximum rotation speed Nmax which greatly exceeds δo.

[Power Generation Operation] The engine speed N is increased / decreased in accordance with the load Pg of the generator 2, while the vehicle is stopped, the in-vehicle power consumption is reduced at low speed Ni close to idling and idling. The main control shown in FIG. 5 described below so as to correspond to a light load at medium speed running and a high load at high speed running at high speed in parallel with Δ and always supply power in accordance with the voltage V of the battery 10 by field control and control rectification. It is controlled by the device 54.

[Electric Motor Main Circuit] In FIG. 4, an inverter 46 configured as a three-phase bridge circuit using a control element such as a thyristor is operated by a phase signal of a distributor 47 mounted on the shaft of the electric motor 41 to generate a rotating field 41F. To a three-phase AC power synchronized with the rotation phase of the motor, and a DC-less commutator motor for generating an electric torque of the armature 41A via the Y / Δ switching circuit 48. The set is switched between serial and parallel with the contactors 49S and 49P, and the Y series (1
Speed), Y parallel (2nd speed), and Δ parallel (3rd speed).

[Electric motor field circuit] The DC output of the three-phase bridge rectifier 50 is used to contact the forward / reverse switching contactor 51F.
After passing through 51R, the rotating field 41F (slip ring is not shown) of each motor 41 is excited, and the return diode 52 cooperates with the reactance of the field 41F to smooth the pulsating flow of the DC output of the rectifier 50.

[Operation Control] In FIG. 5, when the master controller 53 is in the D notch (power running) or A notch (acceleration), the electric contactor 24 is “on” and the inverter 46 is adjusted to the phase signal of the distributor 47. , The armature current Ia is controlled by the chopper 27, the phase transition (30 degrees) of the gate pulse is operated together with the Y / Δ switching circuit 48, and the main controller 53 sets the S notch (suppressed) or the B notch (braking)
At this time, the regenerative contactor 25 is "ON", the phase signal of the distributor 47 is cut off, the inverter 46 is operated as a rectifier, and the choppers 26, 2 according to the regenerative voltage (armature voltage E).
At 7, the main controller 54 operates to control the main circuit current Im and the armature current Ia.

In the regenerative operation, the inverter 46
In order to obtain a regenerative voltage in which the armature electromotive force is transformed into the main power supply voltage V by performing control rectification by using the above-described method, a diode 26D can be provided instead of the chopper 26.

The separately-excited winding field 41F controls the exciting current by applying a gate pulse to the rectifier 50 so as to add a series-wound component proportional to the armature current Ia. Characteristics are obtained, demagnetization is performed in the constant output speed range, excitation is adjusted by the speed signal of the speed sensor 55 in the power running / deceleration notch, and constant speed control is performed, and speed changes in the opposite direction to each constant speed control due to changes in orbit gradient. At a certain time, the main controller 54 operates so that an alarm is displayed and displayed on the display 56 to urge the user to take a countermeasure or the like.

[Current Sensors] The current sensors 57, 58, 59 of the power generation output Ig, charging / discharging current Ic, motor main circuit current Im, armature current Ia, and receiving current It, respectively.
60 and 61 are arranged, and the respective controls are performed as described above via the main control device 54, and are displayed on the ammeter (not shown) of the display panel 56.

[Two Sets of Armature Windings] In FIG.
When using a motor 41 having two sets of armature windings 41a and 41b having a phase difference of 0 degree and a common rotating field 41F, each of the three-phase bridge type inverters 46a, 46b is operated as a commutator, and has Y and Δ switching circuits 48a and 48b.
By switching between direct and parallel at P, the generator 2 shown in FIG.
Similarly, two 6-phase pulsations having a phase difference of 30 degrees are synthesized, and 1
It is the same as that of FIG. 4 described above except that a very small pulsating torque of two-phase alternating current is obtained.

[Commutator Motor Circuit] In FIG. 7, when a commutator motor is used, each motor 41 (M1 to M
The armature 41A of 4) is a permanent contact in series with two
S / 49P, direct / parallel switching, contactors 51F, 51R
To switch between forward and reverse, and the series winding field 41F is contactor 62
S, 62P, two groups of direct / parallel switching, contactor 63S,
At 63P, direct / parallel switching is performed for each bogie, and full / semi-excitation switching is performed.
Speed) and half-excitation (third speed).

When the contactor 24 is turned on and the chopper 27 is operated, the series motor is electrically operated at the above-mentioned shift speed, and the contactor 25 is turned on, the contactors 51F and 51R are rotated in reverse and the chopper 27 is controlled. As a result, the motor is initially excited in the same current direction as the electric motor and in the remanence of the field 41F, self-excited and amplified as a series-winding generator, and an armature electromotive force E commensurate with the traveling speed and the armature current rises. When it is high, the chopper 26 is controlled and the chopper 27 is fully closed, and when it is low, the chopper 26 is fully opened and the chopper 27 is controlled to charge the regenerative power to the battery 10.

In deceleration and braking, the series / parallel switching of the field circuit (contactor 62S,
62P, 63S, 63P) operate separately from the direct / parallel switching of the armature circuit (contactors 49S, 49P), and the regenerative voltage as close as possible to the power supply voltage for deceleration, and the overvoltage withstand voltage of the motor for braking is as low as possible. Get, chopper 2
6, 27 and the control operation loss of the reactor are reduced.

[Driving Cycle] In FIG. 8, the vehicle is generally started and accelerated-powered-coasted between the stations as shown in FIG. In the case of braking / stopping and long distance, the end of acceleration repeats the start / acceleration-steady powering-braking / stopping operation cycle as indicated by a dotted line curve vh, but with a solid broken line α-v-β
The running resistance Fv and the inertial resistance Fi and the respective powers and work amounts are modeled as (acceleration-steady powering-braking) and described in comparison with Tables 1 and 2.

[0086]

[Table 1]

[0087]

[Table 2]

[Running Resistance] The running resistance Fv has a minimum value at zero speed, increases and decreases in accordance with the running speed v, and always takes a positive (+) value. The running resistance Fv has a work value at the acceleration distance Sa, the steady running distance Sv and the deceleration distance Sb. The amount is We, Wev, and Web, and the total value thereof ΣWe is the effective work consumed for driving between stations.

[Inertia Resistance] In starting and accelerating, the vehicle is accelerated at a constant acceleration α up to a constant torque limit speed vca of the electric motor, and thereafter, at a constant output acceleration where a product of α and v is a constant value until a steady speed. In braking / stopping, the product of β and v is a constant output deceleration with a constant value up to the constant torque limit speed vca, and thereafter, the vehicle is decelerated at the constant deceleration β until the stop, and the inertia resistance Fia ( The values Wia (positive value) and Wib (negative value) obtained by integrating the positive value) and Fib (negative value) with respect to the acceleration distance Sa and the deceleration distance Sb are the respective inertia work amounts. The sum ΣWi = Wia + Wib is an invalid work amount that becomes zero.

[Traction Force / Brake Force / Work] The traction force and the braking force, which are the axial loads of the motor, are the sum of the running resistance Fv and the inertial resistance Fi. Traction force during power running Fda = Fv + Fia and Fdv = F
v, braking force during deceleration Fb = Fv + Fib (negative value), and as shown in Table 2, the distances Sa,
The integrated values for Sv and Sb are the respective workloads Wda,
Wdv, Wb, the amount of work consumed for towing is ＝ Wd = Wda + W
dv, of which εe (%) = ΣWe / ΣWd worked as the effective work.

[Recovered energy] The above-mentioned work consumption ΣW
The remaining braking work Wb obtained by subtracting the effective work ΣWe from d is discarded by wheel brakes, engine brakes and power generation brakes in conventional pneumatic vehicles and electric vehicles without regenerative brakes. As shown in FIG. 2, the ratio εb (%) = Wb / ΣWd occupies almost 70% to 40% in the short-to-medium-speed driving cycle between stations, and approximately 40% to 40% in the long-distance / high-speed driving cycle. It is a considerable value such as 20% and the work load is large. Except for the power generation brake (operating to a very low speed just before stopping) and wheel brake (hereafter, both are combined and simply treated as wheel brake) at the end of regenerative braking Wheel brake loss rate εwb assuming the effective regenerative brake lower limit speed vb, and power plant efficiency ηp
Taking into account the power recovery rate εr (%), the recovery and reuse in the next cycle according to the present invention is based on the efficiency of the electric motor, the control device, and the power unit integrated with the efficiency ηm, ηi, and ηc of the battery. It can be seen that the energy efficiency is greatly improved depending on the load efficiency ηp.

[Curve resistance] The curve resistance Fr is added to the running resistance Fv as an effective component as shown by the note (* 1) in Table 1 according to the radius of the curve of the track, and the curve length% is not constant. The above-mentioned various quantities are shown in Table 2 above for both the straight road and the curved road for the total distance, and are considered to be intermediate between the two in the local line section and close to the former in the main line section.

[Motor / Generator Load] In the lower diagram (b) of FIG. 8, the shaft load of the motor is Pda, Pdv, and Pb in the above-described acceleration, steady power running, and braking, respectively.
mda, Pmdv, Pmb), especially Pda and Pb, are inrush loads close to the instantaneous overload capability (for example, 300%, 1 minute) of the electric motor, but are mainly covered by charging and discharging of the battery, and the loss of the power plant associated therewith. By normalizing pd and pb, the steady running load Pmd
The value added to v = Pdv / ηp is the generator load Pg,
The generator supplies power evenly during constant output acceleration / deceleration and steady running (tap + tv + tbp) in accordance with the fluctuation of the storage voltage V,
As shown in Table 2 above, the generator load Pg obtained by modeling so that power is supplied at a temporary increase / decrease during constant torque acceleration / deceleration (tat, tbt) is a light load close to the steady running load Pmdv. It is.

[Overhead line load] In the case of receiving power from the overhead line 35 in the electrification line section, as shown by the chain line curve Pt, the load gradually shifts from the latter stage of acceleration when the storage voltage V falls below the rated overhead line voltage Vo, and the load is mainly steady. Since the power is received during traveling (tv) and the time tv is shorter than the above-described power generation and supply, the power Pt is somewhat larger than the generator load Pg, but still the electric loads Pmda and Pmb during acceleration and braking The load is much lighter than that of the above, and the overhead wire load Pt can be reduced and leveled by the processing of the inertial resistance load by charging and discharging the battery.

[Storage Voltage Fluctuation] As shown in Table 2 above, the variation δV of the storage voltage V due to the charging / discharging process of the inertial resistance load in each operation cycle is small and frequently occurs in short-distance and medium-speed operation between stations. At long distances and at high speeds, it fluctuates infrequently with large waves.

[Gradient resistance load] In FIG.
If the vehicle is on a flat road (s = 0), uphill (+ s), downhill (-
s), an operation cycle traveling on a flat road (s = 0) at a speed v is indicated by a solid broken line, and a flat road, downhill (-s), uphill (+)
s) If the operation cycle of a flat road is indicated by a broken line, the shaft load of the motor is represented by the sum of the running resistance load Pv and the slope resistance load Ps on the slope road, the uphill power running load Pd and the downhill stabilizing load P
b, the slope resistance load Ps is positive (+) when going uphill,
When going downhill, the value becomes a negative (-) value, and in the reciprocating operation at the point-to-point distance S where there is an altitude difference H, the total value ΣWs of the work amount Ws of the uphill and downhill as the energy at the position in each operation cycle is zero. The reactive power is always positive (+) as the effective power.
The sum of the above-described running resistance load Pv and the above-mentioned running resistance load Pv is the uphill power running load Pd and the downhill speed-controlling load Pb, and the ratio Pb /
Let Pd be the deceleration power factor εs (%), and the electric loads are electric input Pmd = Pd / ηp and regenerative output Pmb = P
b * ηp, the ratio Pmb / Pmd = εs * ηp ^ 2 is the recovered power factor εr (%), and each traveling speed v and each gradient s
Is shown in Table 3, the conventional pneumatic vehicle and the electric vehicle having no regenerative brake are particularly suitable for the medium gradient (s
= 15o / oo) Medium speed running (v = 50-85km /
In h), most of the energy used for the heavy load of the climbing power, such as approximately 80% to 25%, is uselessly discarded by the engine brake or the power generation brake on the downhill, and the recovery and the climbing power according to the present invention are performed. It can be seen that the re-use of the power greatly improves the energy efficiency depending on the steady load efficiency ηp of the power plant.

[0097]

[Table 3]

[Electric motor load] In Table 3 above, each gradient s
For each traveling speed v, the axial loads Pd and Pb of the electric motor during uphill power running and downhill deceleration are shown. Note that in heavy uphill power running, the limit load Pdmax and the limit at which the acceleration α shown in Table 1 can be taken. The gradient (+ smax) and the descent are set to the limit gradient (-smax) in consideration of the sudden braking ability, and the gradient limits of the ascent and descent of the traveling speed v are marked with “←, →” and “△, ▽”, respectively. Table 4 shows the electric load Pmd = Pd of the motor.
/ Ηp and Pmb = Pb * ηp.

[0099]

[Table 4]

[Load Sharing / Case-I] FIG. 9 (a)
As shown in Case-I, the vehicle travels at the same speed v on both flat roads and gradient roads, processes with gradient load Ps = capacitor charge / discharge Pc, and generates and supplies power almost uniformly on both ascending and descending slopes.
FIG. 9B shows the change δV of the storage voltage V and the electric input Pmd.
And power plant losses pd and pb at regenerative output Pmb
Can be separated to show the power account of the power generation power supply Pg and the battery charge / discharge Pc. On a flat road, Pmd = power is supplied to the running resistance load Pv + pd, and Pg = Pmd, and on an uphill road, Pmd = Pv + pd + Pv of the discharge Pc. + Pd, and Pg = Pmd-Ps. On downhill roads, Pmb = braking load Pb-pb. However, Pv + pd is supplied and Pg = Pmb + Ps (Pmb is a negative value). Each power generation Pg is reduced to losses pd and pb. There is disparity, but almost equal,
The charge / discharge of the battery Pc = Ps for both uphill and downhill. Table 4 shows the respective values.

[Load Sharing / Case-II] FIG.
As shown in (a), on a slope road, the vehicle is decelerated to a speed vs. corresponding to the limit load of the motor, and on a flat road, the vehicle speed is increased and the vehicle runs at a speed vo. The power-supply unit increases power supply within the limit of the maximum capacity Pgmax during power running uphill and does not supply power during downhill speed reduction in Case-II.
FIG. 10 (b) shows the change δV of the storage voltage V, the losses pd and pb in electric and regenerative power, and the power account of the generated power Pg and the charge / discharge Pc of the battery.
Then, as in Case-I above, on a downhill road, the regenerative output P
mb = Pb-pb becomes the charging Pc, and the power supply Pg = 0. On an uphill road, Pmd = Pd + pd, and the discharging Pc is the same as the regenerative charging.
Power supply Pg = Pmd-Pc = 2 * Pv + pd + pb <Pgmax, but in order to avoid Pmd-Pc> Pgmax in high-speed uphill powering, the excess is adjusted by downhill speed control to supply power.
As shown in Table 4 above, the value is close to Case-I in gentle slope and high speed running.

[Charge / Discharge Power / Maximum Altitude Difference]
In addition, for both Case-I and Case-II, the electric power P for charging and discharging the battery at each gradient s and each speed v
Table 5 shows the maximum altitude difference Hmax that can be climbed and descended with the charge / discharge power amount Wcm (= 112.5 MJ) at the voltage fluctuation δV = 0 to ± 10% and the limit gradient smax of each speed v. The maximum driving distance Smax and the driving time tmax are shown.
This shows that the power amount Wcm (24 V * 21 AH * 63 batteries in series) is extremely heavy debt to charge / discharge in several minutes to several tens of minutes.

[0103]

[Table 5]

[Preliminary Charge / Discharge] As shown by a chain line in FIG. 10 (b), the distance Sadj is in front of the high-fall uphill gradient road.
With a power supply margin within the maximum capacity Pgmax of the generator, while adjusting and supplying power at an output Pg = Pmd + Pgadj exceeding the powering load Pmd to precharge the storage voltage to V + δV / 2, and the distance Sadj before the downhill road. Is the capacitor discharge Pca
The vehicle travels only at dj = Pmd, and the stored voltage is pre-discharged to V-δV / 2. On the slope road, the fluctuation range of the stored voltage V is used for both swings (+ δV / 2 to -δV / 2), If the adjustment charging and discharging is performed in the same manner as the preliminary charging and discharging so that δV becomes zero at the distance Sadj after passing the road, the voltage fluctuation range becomes ± δV / 2 =
A charge / discharge power amount Wcm similar to the above can be obtained at ± 5%, and if the charge / discharge power amount Wcm is doubled by setting it to ± 10%, a gradient path twice as high as the altitude difference H shown in Table 5 can be obtained. Can be operated.

The inertial resistance F calculated in Table 2 above was used.
i, the altitude difference converted value δH of the storage voltage fluctuation δV is shown in comparison with the above-described maximum altitude difference Hmax of uphill / downhill, and
This is used as a reference when selecting a capacity of 0.

In a flat line section having a low-altitude gradient, the storage battery is precharged as described above when the steady running load Pv is running on a curved road or a short distance between stations at medium speed. The discharge power Pc is added to the power generation Pg during high-speed driving such as passing a small station on a straight road or a gentle curve,
If the charging is performed as described above after returning to the medium speed running on a curved road or short distance between stations again, as shown by the symbol “>, ◇” in Table 6, the steady running load Pv decreases the maximum capacity of the power generation feed Pg. It is also possible to drive at higher speeds,
It is preferable to control the power supply power Pg of the engine generator in advance by programming the slope and the route conditions of the distance between stations and the operation schedule of the passing station.

[0107]

[Table 6]

The above description is based on each 1 described in the summary column of Table 1 above.
Tables 1 to 5 above show the formation of both motor vehicles and power supply vehicles (1M and 1G). However, if the length is increased by adding, the running resistance Fv is calculated by the note (* 1) in Table 1. In the equation, the rolling resistance of the first and second terms is proportional to the total weight Wd · Wf, but the air resistance of the third term indicates that the following vehicle in the formation has a corresponding constant value of 0.1 in comparison with the leading vehicle. 0078, 0.028
As shown in Table 6 above, the running resistance load Pv for each power unit is lighter for the longer knitting, and the difference is remarkable in the high speed region.
The suppression power factor εb and the power recovery ratio εr increase.

[Generator-Another Example] As shown in FIG.
Of the three three-phase AC generators 2 whose rotational field 2F has a phase difference of ψ
= 30 degrees, and each armature 2A is connected to the two sets of armature windings 3a, shown in FIG.
3b, and when the in-vehicle power is supplied by the storage battery for starting the engine and the generator for charging the same, a single armature winding 3A of one generator 2 and one set of Y · Δ The switching contactors 4y, 4δ, and the rectifier 5a may be configured in a simple type (not shown), and power may be supplied only to the main power load.

[Engine Brake] As shown in FIG. 12, instead of the resistor 28 and the bypass contactor 29 of the above-mentioned [emergency charge adjustment], the DC output of the rectifiers 5a and 5b of the generator 2 is contacted by the contactor 65. Directly connected to the motor circuit 22 (via the current sensor 60), receives the regenerative current in the rectifying direction,
The rectifiers 5a and 5b are operated as inverters synchronously with the electromotive force of the electromotive force 3b or by a distributor (not shown), and the generator 2
Can be electrically operated to make the engine 1 an engine brake.

[Overhead Power Receiving / Regenerative Transmission-Another Example] In the AC electrification line section, as shown in FIG. 13, the armature 3A and the rectifiers 5a and 5b in FIG. 11 are replaced with the power receiving transformer 3T and the rectifier 5T.
(Single-phase bridge) to suppress abnormal inrush charging by the impedance of the transformer 3T, and to switch the tap of the transformer 3T (not shown) and the rectifier so that the gradient resistance load is mainly shared by the battery 10 during the operation of the slope road. The received power is controlled by control rectification of 5T, and the rectifier 5T operates as an inverter synchronized with the overhead line frequency through the transformer 3T in the same manner as described above.
The regenerative electric power can be sent to the AC overhead line 35.

In the DC electrification line section, as shown by a dotted line in FIG. 14, a diode 30D and a contactor 30C are arranged in place of the above-described power receiving chopper 30 in FIG. The positive electrode chopper 26 can be moved between the power transmission point and the transmission point to serve both for suppressing the received charging and for controlling the received power. Alternatively, a diode 26D can be inserted between the reactor 23 and the constant torque acceleration. When the overhead line voltage suddenly rises, the contactor 30C is temporarily turned off to avoid interruption of the freewheeling diode operation of the chopper 26, and a vehicle in a light-load line section where overhead line voltage fluctuation is small. 15, a diode 30D, a contactor 30C, a current breaker 30I, and a resistor 30R are provided in place of the power receiving chopper 30, and a normally closed contact is added to the sending contactor 38C to provide a diode 3D. It may be arranged in place of.

[0113]

[Embodiment 2] As a second embodiment, a power unit of an automobile is shown. In FIG. 16, as shown in FIG. 16A, the engine 1, the generator 2, and the control box 4 are placed under the floor (for a large bus, Mounted on the rear of the vehicle as shown by the dotted line), rectifier 5, control box 4
3. The battery 10 and the fuel tank 18 are also mounted in the underfloor space, and the electric motor 41 drives the driving wheel 69 via the speed change gear 66 (half speed G1 when steep, normally full speed G2), the transmission shaft 67 and the differential gear 68. Drive, front wheel 70 is idle wheel, wheel brake 7 on each wheel
1 and hydraulic operation with brake pedal, steering wheel 7 in driver's seat
3. The shift lever 74, the accelerator pedal 75, and the parking brake lever 76 are arranged.

In the lower drawing (b), the circuits relating to the engine 1, the generator 2 and the rectifiers 5a and 5b are the same as those shown in FIGS.
4 and 49P are connected to switching elements 24S and 49P (same symbols) such as thyristors, respectively, and contactors 25 and 49S for regeneration and series are connected to diodes 25D and 4D, respectively.
9S (same sign), the field rectifier 50
1 (a) and 6 described above, except that (same sign) is used. Positive (+) and negative (-) like a trolley bus.
In the case of receiving power from the two overhead lines 35P and 35N via the current collectors 34P and 34N, as shown by a dotted line, the switching element 38 is switched to the negative electrode current collector 34N instead of the regenerative transmission contactor 38C and the diode 38D. Element 38
Except for arranging N and the diode 77, it is the same as the dotted line illustration in FIG.

In the case of a large vehicle having a large axial load, FIG.
(A) and (b) are arranged before and after the differential gear 68 (one driving wheel shaft) or at each differential gear (two rear wheel shafts) as shown in FIGS. As shown in FIG. 3 (c), the left and right wheels are driven via independent reduction gears 78, and the left and right electric motors are provided with a Y-series (low-speed) equal-current / different-speed differential function in a Y-parallel ( In medium speed) and Δ parallel (high speed), a differential function of the same voltage and different speed is provided by excitation difference control according to the steering angle.

The notches "D", "2", and "L" of the shift lever correspond to the Δ parallel (3rd speed) and Y parallel (2
Speed) and Y series (1st speed), starting at a very low speed with one of the notches, accelerating by depressing the accelerator pedal 75, automatically proceeding to the gear position of the operating notch, powering, and releasing the foot to regenerate constant speed control Suppression, regenerative braking with automatic return when the brake pedal is depressed, stop at the wheel brake 71 at its lower limit speed, suddenly stop with the wheel brake immediately if depressed strongly, field pole via reverse contactor 51R at "R" notch Except for the reversal and reverse, the operation is the same as that of the first embodiment. For the emergency charging adjustment on the steep high-drop road, the above-described engine brake shown in FIG. 12 is preferable. , 34N deviate from the overhead lines 35P, 35N, not only the blocking of the chopper 30 and the diode 77 but also the switching element 38.
The operation is the same as that of [Electric power line receiving] and [Regenerative transmission] in the first embodiment, except that the P, 38N shutoff operation prevents ground faults and vehicle body electrification.

The charging / discharging processing of the inertial resistance Fi in the operation cycle and the gradient resistance Fs in the operation cycle works in the same manner as in FIGS. 8, 9 and 10 described above. Fv / W is large, but the inter-station distance S is a fraction of that of a railway, and acceleration / deceleration, stop / restart on the way is added depending on the road traffic conditions, and the inertial resistance load is high. s is also one digit larger (% display)
Therefore, the braking power factor εb and the deceleration power factor εs are as large as railway vehicles, and a high power recovery rate εr can be obtained depending on the efficiency ηp of overload and steady load of the power plant. We believe that significant improvements will be fully made in cars.

[0118]

According to the power plant of the present invention, the inertial resistance Fi of the inrush load and the gradient resistance Fs of the heavy load are regarded as the reactive load Pn in a railway vehicle or an automobile, and are processed mainly by charging / discharging of the battery. The running resistance Fv (including the curve resistance Fr) is regarded as the effective load Pe, and the load is shared so that it is mainly covered by the engine generator or overhead power. As mentioned above, the use of regenerative braking to recover the battery and reusing it in the next cycle halves the consumption of fuel and electric power, and significantly reduces the load on the power generation or power supply / reception equipment. Is spreading.

[0119] The above-mentioned storage device has a capacity sufficient for several minutes to several tens of minutes to match the slope drop (one hundred and several tens of meters) of the running, and therefore does not require a large capacity for several hours such as a storage battery vehicle. Small and lightweight, the vehicle weight increase is small, and the principle of power storage is static and electrostatic, simple, and the power loss is extremely small (approximately 1% is possible, considering about 0.3% of AC power storage). It is extremely effective in improving the power recovery rate εr, has a semi-permanent life even if it is repeatedly charged and discharged with heavy debt, and does not have the problem of deterioration of storage batteries and disposal of old products. It is very convenient.

Powered vehicles are common to all railway lines regardless of electrification or electrification (AC / DC), and electric equipment can be standardized. In addition, it is possible to use an engine generator or an overhead power line receiving device or a non-powered vehicle equipped with it. It is possible to operate in any line section by knitting, and in non-electrified line section (as well as in cars), it operates with the same running performance (especially acceleration, controllability, low noise) of vehicles as in electrified line section Efficiency can be improved, and the operating distance for each fuel supply can be doubled. In addition, the operating distance is less limited as in the case of a battery-powered vehicle, and it is not necessary to charge the battery with a long stop.

In short distances between stations and on steep slopes, the motor
Contrary to heavy loads, the load on engine generators and overhead lines is reduced, so the installed capacity of generators, transformers, rectifiers, etc. can be reduced. Districts and district lines with many sharp curves and steep slopes need only half capacity.
In addition, in a section with a gentle curve / slope or a straight line / flat section, high-speed running with a running resistance exceeding the installed capacity for power generation and power reception is possible by using the pre-charging before the section.

In the electrification line section, the voltage drop and the power loss of the overhead line are drastically reduced due to the remarkable reduction and leveling of the overhead line load and the unidirectional power flow (+ 20% and -40% of the DC line section and the AC line section). ± 20% to several%), so that the amount of copper in the power supply line and the installed capacity of the substation can be reduced by half or the operating capacity can be doubled. In the case of regenerative braking, the overhead wire has no load and no power loss. It extends to power systems.

There are few steep sections with extraordinary high heads, such as the required storage line section of several hundred meters, all over Japan. If the capacity of the above-mentioned in-vehicle battery is somewhat increased, most of the section of the line section is required. Even on steep roads, regenerative power can be processed inside the vehicle for operation, eliminating the need for regenerative power transmission circuits and reverse conversion equipment for substations, and simplifying circuits for substations, overhead lines, and power reception.

The engine generator supplies power to the in-vehicle load at a rotational speed of an output corresponding to the running load, and at a low rotational speed near idling when the vehicle is stopped, so that the thermal efficiency is good over the entire range of the load and the load is low. Since the leveling is performed, the operation of the co-generation system using the exhaust heat is stabilized, and the cooling and heating which occupies most of the energy consumed in the vehicle can be covered, and the overall thermal efficiency of the engine itself can be further improved.

For railway vehicles and large buses, etc., it is essential to use exhaust heat as a power generation plant of a corresponding capacity, while the installed capacity reaches about 200 kW of shaft output per vehicle. We expect the on-board heat exchanger including the cooler.

If a high-speed diesel engine is driven at a rotation speed exceeding the rating of the generator and the generated voltage exceeding the rating is controlled and rectified, a power output exceeding the rating can be obtained without an increase in copper loss. It can be extremely compact and lightweight, for example, the Y connection rating of 120 KW shown in Table 1 above,
Utilizing an electric machine part having a large overvoltage and overspeed withstand capability of a 1500 commutatorless commutator motor, Δ connection, a single-unit steady output of 300 KW at 3600 rpm, and four motors as shown in “Power generation and power supply” in Table 4 described above. 100km of powered vehicle
/ H.

The DC non-commutator motor has good controllability by separately exciting field, and has strong torque characteristics similar to the commutator motor, especially in the high-speed region, with low loss to inrush load, high regenerative efficiency, overvoltage and overload. It has high durability and is ideal for vehicles, and it is expected that mass production effects will be achieved in railway cars and automobiles, which will be standard series with almost common electric design including control devices.

A motorized vehicle having a conventional commutator motor is diverted, and the control device is modified as in the present invention to form a motor vehicle 42.
If the non-electrified line section is operated in combination with the power supply vehicle 40 and the electric line section is operated by modifying the power receiving device, remarkable energy saving and activation of the old vehicle can be expected.

With the recent development of electric vehicles, capacitors having a capacitance of 100 to 33 at low voltage (15 to 120 V) have been developed.
In the embodiment of the present invention, a large capacity such as 500F (750-1500V) as shown in Table 1 above has been used, alone or in combination with a storage battery.
It is considered that a high voltage type is possible depending on the technological development and progress in the field.

[Brief description of the drawings]

FIG. 1 shows the entire power unit according to a first embodiment, in which (a) is a main circuit diagram and (b) is a device layout diagram.

FIGS. 2A and 2B are diagrams showing charge / discharge characteristics of a battery in comparison with a battery; FIG. 2A shows a battery; FIG. 2B shows a battery;

FIG. 3 is a diagram showing the output, torque, fuel consumption rate, and various operating characteristics of the engine generator according to the first embodiment over the entire rotation speed range.

FIG. 4 is a circuit diagram showing a main circuit of the electric device according to the first embodiment using the DC non-commutator motor.

FIG. 5 is a system diagram showing a control mechanism of the power unit according to the first embodiment using the DC non-commutator motor.

FIG. 6 is a circuit diagram showing a main circuit of the electric device when a DC non-commutator motor having two sets of armature windings is used in the first embodiment.

FIG. 7 is a circuit diagram showing a motor main circuit when a DC series motor is used in the first embodiment.

FIGS. 8A and 8B are diagrams showing states of various quantities related to inertial resistance in a driving cycle between stations of a vehicle, wherein FIG. 8A shows physical quantities and FIG. 8B shows electrical quantities.

FIG. 9 shows a case in which the vehicle travels at a constant speed on a flat road and a gradient road (Case).
-I) is a diagram showing the state of various quantities related to the gradient resistance,
(A) shows physical quantities and (b) shows electrical quantities.

FIGS. 10A and 10B are diagrams showing the state of various quantities relating to the slope resistance when traveling at a reduced speed from a flat road (Case-II), where FIG. 10A shows physical quantities and FIG. Shows various electrical quantities.

FIG. 11 is a diagram showing phases of an armature and a rotating field when two engine generators are connected and used instead of the two sets of armature windings of FIG. 1;

FIG. 12 is a circuit diagram when an engine brake function is added to the engine generator of FIG. 1;

FIG. 13 is a circuit diagram in a case where an AC overhead power receiving device is provided in the power device of the vehicle according to the first embodiment.

FIG. 14 is a circuit diagram showing another alternative of the overhead line power receiving related circuit of FIG. 1;

FIG. 15 is a circuit diagram showing another alternative of the overhead line power receiving related circuit of FIG. 1;

FIGS. 16A and 16B show the entire power unit according to the second embodiment, in which FIG. 16A is a device layout diagram and FIG. 16B is a main circuit diagram.

FIG. 17 is a system diagram of a driving wheel shaft when two electric motors are arranged in the power unit according to the second embodiment, and shows three cases (a), (b) and (c).

[Explanation of symbols]

Reference Signs List 1 engine, 2 generator 3F field 3a, 3b, 3A armature winding 3T power receiving transformer 4 control box 4y, 4δ contactor (Y, Δ) 5 rectifier box 5a, 5b, 5T rectifier 6a, 6b 6T reactor 7S , 7P contactor (series, parallel) 8, 12, 13, 33 circuit breaker 9P, 9N main power line (positive electrode, negative electrode) 10, capacitor 11 disconnector 14, inverter 15 transformer 16 rectifier 17 storage battery 18 fuel tank 19 Heat exchanger 20, 21, 26D, 30D, 38D, 39 Diode 22 Motor circuit 23 Reactor 24, 25, 29 Contactor (Electric, regenerative, power generation brake) 24S Switching element (electric) 25D Diode (regeneration) 26, 27, Reference Signs List 30 Chopper 28 Resistor 31 Capacitor (for filtering) 32 Reactor (for filtering) 34, 34P, 34N Device 35, 35P, 35N Overhead wire 36 Axle grounding device 37 Track 38, 38N Switching element (regenerative transmission) 30C, 38C Contactor (power reception, regeneration transmission) 41 Motor 41A, 41a, 41b Armature winding 41F Field 40 Power supply vehicle 42 Power car 43 Control box 44 Auxiliary equipment 45 Power receiving box 46, 46a, 46b Inverter 47 Distributor 48, 48a, 48b Y / Δ switching circuit 49 Direct / parallel switching circuit 49S Contactor, diode (series) 49P Contactor, switching Element (parallel) 50 Rectifier 52 Reflux diode 51 Forward / reverse switching circuit 51F, 51R Contactor (forward / reverse) 53 Master controller 54 Main controller 55 Speed sensor 56 Display panel 57, 58, 59, 60, 61 Current Sensor 62S, 62P, 63S, 63P Contactor 64 Shaft joint 65 Tactile device (engine brake, regenerative transmission) 66 transmission gear 67 transmission shaft 68 differential gear 69 driving wheel 70 idle wheel 71 wheel brake 72 brake pedal 73 steering handle 74 transmission lever 75 accelerator pedal 76 parking brake lever 77 diode N in FIG. Rotation speed T Torque P output Fe Fuel consumption rate Po Generator capacity Pe Engine output Pg Generator output Nio, Nyo, Nδo Rotation speed Nymin, Nδmin Minimum rotation speed Nimax, Nymax, Nmax Maximum rotation speed Φi, Φy, Φδ Magnetic flux Φo Rating Magnetic flux Φimax, Φymax, Φδmax Overexcitation magnetic flux Ei, Ey, Eδ Electromotive force Eio, Eyo, Eδo Rated electromotive force Eimax, Eymax, Eδmax Maximum electromotive force Vo Rated voltage δV Voltage fluctuation V Storage voltage Pio, Pyo, Pδo Generator basic rating Capacity Pmax Generator maximum capacity Pemin Engine minimum output Pgmin Generator minimum output Pemax Engine maximum output Pgmax Generator maximum output Tmax Maximum torque Tpm Maximum output torque Symbols Vo, V, δV in FIGS. 2, 8, 9 and 10 I Charge / discharge current r Internal resistance ec, ed Polarization action Power Wc Charge / discharge power amount ηc Charge / discharge efficiency v, vL, vH, vo, vs Running speed vca Constant acceleration upper limit speed vb Regeneration lower limit speed α Acceleration β Deceleration s Gradient H Altitude difference (gradient drop) ta Acceleration time tv Steady running Time tb Braking time t Running time, charging / discharging time tst Stop time tat, tbt Constant torque acceleration / deceleration time tap, tbp Constant output acceleration / deceleration time Sa Acceleration distance Sv Steady traveling distance Sb Braking distance Fv Running resistance Fi, Fia, Fib Inertia resistance Fs Gradient resistance Fda Acceleration tractive force Fdv Steady tractive force Fb Braking force, Stalling resistance Fd Power running resistance, Wea, Wev, Web Effective work (during acceleration, steady running,
Wiring, Wia, Wib Inertial work Wee Effective work Inertial work Wd Consumed work Wda, Wdv, Wb Work (acceleration, steady running, braking) Wmd Electric input power Wmb Regenerative output power , Wc charge / discharge power amount Wca discharge power amount Wcb charge power amount Wwb wheel brake loss Wg generated power amount Pg generated power Pc charged / discharged power Pi In-vehicle power consumption Pd Power running load Pb Slowing load Pv Steady running load Ps Slope resistance load Pmd Power running Power Pmb Regenerative power pd Motor loss pb Regenerative loss Pmda Acceleration motor power Pca Acceleration discharge power Pcb Braking charging power Pmdv Steady running electric power Pcv Steady running charging power Pt Overhead wire receiving power Pgadj Adjusting feeding power Pcadj Spare / adjusting charging / discharging power Sadj Adjustment charge / discharge distance

Claims (8)

[Claims] A vehicle includes a battery, an engine generator and a rectifier, an AC power receiving transformer and a rectifier, or a DC power receiving chopper. The inertial resistance load and the gradient resistance load of the vehicle are mainly charged and discharged by the battery. A main power supply device for a vehicle configured to mainly share a running resistance load and power consumption of facilities in the vehicle with an engine generator or overhead power. 2. A Y-.DELTA. Switching circuit for a three-phase AC armature winding of an engine generator, wherein a Y connection is made in a medium speed range of the engine speed and a .DELTA. To supply power at the same DC rated voltage, or
A power generator that has two sets of them and adds a series / parallel switching circuit to enable power supply at the same DC rated voltage even in a low-speed range including engine idling. 3. The alternator is driven at a rotational speed exceeding the rating while maintaining full excitation, and is transformed into a rated voltage by controlled rectification.
A power generator configured to obtain a power output that exceeds the rating without increasing copper loss. 4. Three sets of three-phase armature windings of an AC generator having a phase difference of 30 degrees or three sets of three-phase armature windings of two generators connected by a phase difference of 30 degrees, respectively. Phase bridge rectifier circuit, connected in series or parallel on the DC side,
A DC power supply configured to obtain a two-phase AC rectified output. 5. One of the motor circuits (22) has two contactors (24), (25) or switching elements (24).
S) and a diode (25D) to the other via a reactor (23) with two choppers (26), (27) or one diode (26D) and one chopper (2
7) to form a bridge circuit, and the positive electrode (9
P) and the negative electrode (9N), respectively, and the motor circuit (2
The main circuit of the electric device, wherein the current direction of 2) is the same for both electric and regenerative purposes. 6. A control element or a control device having a backflow preventing function such as a chopper (30) is arranged in a power receiving circuit, and an abnormal inrush charging current of the battery (10) is suppressed and / or power is controlled in accordance with the battery voltage. An overhead wire power receiving device for a vehicle, configured to receive power and prevent reverse outflow of regenerative / storage power. 7. Diodes (26D) and (30D) are arranged between the chopper (26) of claim 5 and the reactor (23) and the power receiving circuit, respectively.
An overhead wire power receiving device for a vehicle, which is also used for suppressing the abnormal inrush charging current of 0) and controlling the received power, and configured to prevent the reverse outflow of regenerative and stored power by a diode (30D). 8. The contactor (24) of the main circuit according to claim 4, wherein:
Diode (3) inserted between the chopper (26)
A diode (38) is connected between the input side of 9) and the power receiving circuit.
D) and contactor (38C) or switching element (3
8), regenerative electric power is sent out to the overhead line, and the battery (1)
0) A regenerative power transmission device for a vehicle configured so that the stored power of 0) does not flow backward to the overhead line.