Driving system for railroad vehicle

Provided is a high mobility railroad vehicle system configured to reciprocally carry out a direct drive between a non-electrically driven section and an electrically driven section without installing new facilities such as oil supply equipment and without considering distinction between the non-electrically and electrically driven sections. A railroad vehicle system is provided with an overall control apparatus to respectively control an external electric power supply means, an internal electric power supply means, an electricity storage means, electric power conversion means and a motor driving means. The railroad vehicle system judges or previously notifies as to whether the present driving railroad section is the electrically driven section or non-electrically driven section in accordance with driving position information received from a position information generation means such as a ground facility on a railroad equipped outside of the vehicle and a global positioning system (GPS). The system cuts off from an external electric power source in the non-electrically driven section and carries out a smooth shifting control in order to connect to the external electric power source in the electrically driven section.

TECHNICAL FIELD

The present invention relates to a driving system for railroad system, and particularly, to a technique for installing external electric power supply means, electricity generation means, and electric power storage means and using electric power obtained by the means to drive a railroad vehicle.

BACKGROUND ART

Iron wheels roll over rail surfaces to drive a railroad vehicle, and the railroad vehicle is characterized by small running resistance compared to an automobile. Particularly, in a recent electric railroad vehicle, a main motor is operated as an electricity generator during braking to obtain braking force. At the same time, regenerative brake control is performed in which the electric energy generated by the main motor is returned to the trolley wire to reuse the electric energy as powering energy of other vehicles. The electric railroad vehicle with the regenerative brake can travel by about half the energy consumption compared to an electric railroad vehicle without the regenerative brake. It can be stated that this is an energy saving method utilizing a feature of the railroad vehicle with low running resistance.

Meanwhile, in a local railroad and the like with low transport density, a diesel railcar that does not require trolley wire, electric power substations, and the like realizes sophisticated passenger services with low cost.

However, the diesel railcar does not include means, such as trolley wire, for transferring energy to other vehicles, and there is no reuse of regenerative energy as in the electric railroad vehicle. Therefore, there is no choice but to depend on the development of a high-mileage engine to realize energy saving in the diesel railcar.

Consequently, a hybrid vehicle with a combination of an engine and an electricity storage apparatus is devised as one of the methods for promoting energy saving in the diesel railcar. The installation of the electricity storage apparatus allows the hybrid vehicle to temporarily absorb, in the electricity storage apparatus, regenerative energy generated during braking. Energy saving is realized by reusing the absorbed regenerative energy as part of energy necessary during powering.

In this way, compared to the conventional diesel railcar that directly transmits an engine output to the wheel and axle through a decelerator to obtain traction force of the vehicle, the hybrid vehicle drives an electricity generator by an engine output to convert the engine output to DC power and converts the DC power to AC power by an inverter apparatus to drive a motor to generate traction force. Meanwhile, during braking, the inverter apparatus converts the AC power generated by the motor to DC power, and the electricity storage apparatus connected to a DC power section is charged with the DC power. It can be stated from another viewpoint that the hybrid vehicle is a system in which an engine electricity generator that generates electric power and an electricity storage apparatus that absorbs regenerative electric power are added to a driving system for electric train.

A configuration and a control system of the hybrid vehicle are described in a railroad vehicle driving system of Patent Literature 1.

FIG. 7shows a device configuration diagram of the railroad vehicle driving system shown in FIG. 1 of Patent Literature 1. The railroad vehicle driving system includes: a first railroad vehicle101including electricity generation means110, an electric power conversion apparatus120, a driving motor, and electric power storage means150; and a second railroad vehicle102including the electric power conversion apparatus120, the driving motor, and the electric power storage means150, wherein the means are connected by electric power transmission means140. The railroad vehicle driving system includes electric power management means200for controlling generated electric power of the electricity generation means110and controlling an amount of stored electricity of the electric power storage means150, wherein the electric power storage means150stores electric power generated by the electricity generation means110and regenerative electric power, and the electric power conversion apparatus120uses the electricity generation means110and the electric power storage means150as power sources to drive the driving motor to drive the train.

In this way, in the railroad vehicle driving system shown in FIG. 1 of Patent Literature 1, the electric power is supplied from the first railroad vehicle including the electricity generation means110to the second railroad vehicle102including the electric power conversion apparatus120, the driving motor, and the electric power storage means150that form a driving system similar to that of an electric train to realize operation of the vehicle.

CITATION LIST

Patent Literature

Patent Literature 1: Japanese Patent Publication No. 4184879

SUMMARY OF INVENTION

Technical Problem

The basic configuration of the driving system of the hybrid vehicle is the same as that of the electric train, and one of the advantages of the hybrid vehicle is that similar driving performance as that of the electric train can be realized.

In the conventional diesel railcar, the driving performance is limited by the engine output characteristics, and the driving characteristics are different from those of the electric train. Therefore, when the diesel railcar travels into an electrified section, an operation diagram specific to the diesel railcar needs to be set. However, the hybrid vehicle can realize the same driving characteristics as those of the electric train when the hybrid vehicle travels into the electrified section and the hybrid vehicle can be operated by the same operation diagram as those of the electric train.

In a normal electric train, electric power is supplied to the driving system from trolley wire installed in the air directly above the vehicle. However, in a conventional hybrid vehicle, engine electricity generation means supplies electric power to the driving system even when the hybrid vehicle travels into the electrified section, and a fuel (such as light oil) for driving the engine is necessary. Therefore, it is considered that an oil supply facility needs to be installed on the assumption that the fuel tank of the vehicle becomes empty even in the electrified section into which the hybrid vehicle travels.

More specifically, there is a problem that new capital investments for the oil supply facility and the like are necessary in the electrified section in order for the hybrid vehicle to run through the non-electrified section and the electrified section.

An object of the present invention is to realize a high mobility railroad vehicle system that can optimally control switching of electric power supply of a hybrid vehicle between an electrified section and a non-electrified section to reciprocally carry out through operation between the sections without installing new facilities such as oil supply equipment in the electrified section and without considering distinction between the non-electrified section and the electrified section.

Solution to Problem

A railroad vehicle system of the present invention includes: first electric power supply means for obtaining electric power from outside of a vehicle; second electric power supply means for generating electric power inside of the vehicle; third electric power supply means installed in the vehicle and having an electricity storage function; electric power conversion means for converting electric power from the first to third electric power supply means to DC power at a first voltage value level; motor driving means for converting the DC power at the first voltage value level to AC power and driving a motor by the AC power; and electrified section judgment means for judging whether a section traveled by the vehicle is an electrified section in which electric power supply from outside of the vehicle is possible or a non-electrified section in which the electric power supply is impossible based on position information received from position information transmission means equipped outside of the vehicle, wherein based on the judgment of the electrified section judgment means, an external electric power source from the first electric power supply means is disconnected during shift from the electrified section to the non-electrified section, and the external electric power source from the first electric power supply means is connected during shift from the non-electrified section to the electrified section. As a result, any of the first electric power supply means as external electric power supply means, the second electric power supply means as internal electric power supply means, and the third electric power supply means as electricity storage means can supply electric power to the motor driving means, and at least one of the first electric power supply means as external electric power supply means, the second electric power supply means as internal electric power supply means, and the third electric power supply means as electricity storage means can absorb the electric power generated by the motor driving means.

Position detection means for receiving driving position information of the vehicle from position information transmission means installed outside of the vehicle, such as a ground unit on the tracks and a global positioning system (GPS), is also included. The presence/absence of an external electric power source, such as trolley wire, is checked based on the received driving position information to predict and determine whether the electric power supply from outside of the vehicle is possible or impossible, that is, whether a present vehicle driving section is the electrified section or the non-electrified section. If the section is the non-electrified section, the first electric power supply means as the external electric power supply means is disconnected from the external electric power source. If the section is the electrified section, the first electric power supply means can be connected to the external electric power source.

Furthermore, provided is a driving system for railroad formation vehicles including a plurality of vehicles connected to a lead vehicle, at least one of the formation vehicles including first electric power supply means for obtaining electric power from outside of the vehicles, the leading vehicle including second electric power supply means for generating electric power inside of the vehicle, at least one of the formation vehicles including: third electric power supply means with an electricity storage function; electric power conversion means for converting electric power from the first to third electric power supply means to DC power at a first voltage value level; and motor driving means for converting the DC power at the first voltage value level to AC power and driving a motor by the AC power, each vehicle including a system overall control apparatus that reciprocally receives control information of the first to third electric power supply means, the electric power conversion means, and the motor driving means through information control means and that comprehensively controls the first to third electric power supply means, the electric power conversion means, and the motor driving means. The means dispersed and disposed on the formation vehicles from the view point of cost reduction, weight distribution, and the like are reciprocally associated and comprehensively controlled. In this way, the means dispersed and disposed on the formation vehicles are comprehensively controlled according to the electrified section and the non-electrified section.

Advantageous Effect of Invention

The present invention can provide a high mobility railroad vehicle system that can reciprocally carry out through operation between a non-electrified section and an electrified section without installing new facilities such as oil supply equipment in the electrified section and without considering distinction between the non-electrified section and the electrified section.

DESCRIPTION OF EMBODIMENT

Embodiment

FIG. 1is a diagram showing a device configuration of an embodiment in a driving system for railroad vehicle of the present invention.

Vehicles1a,1b, and1care parts of the vehicles constituting the train formation. A third vehicle1aincludes inter-vehicle couplers11aand11b. A second vehicle1bincludes inter-vehicle couplers11cand11d. A lead vehicle1cincludes inter-vehicle couplers11eand11f. The vehicle1aand the vehicle1bare connected through the inter-vehicle coupler11band the inter-vehicle coupler11c, and the vehicle1band the vehicle1care connected through the inter-vehicle coupler11dand the inter-vehicle coupler11e.

The vehicle1ais supported, on rail surfaces not shown, by wheel and axle3aand3bthrough a truck2aand by wheel and axle3cand3dthrough a truck2b. The vehicle1bis supported, on the rail surfaces not shown, by wheel and axle3eand3fthrough a truck2cand by wheel and axle3gand3hthrough a truck2d. The vehicle1cis supported, on the rail surfaces not shown, by wheel and axle3iand3jthrough a truck2eand by wheel and axle3kand3lthrough a truck2f.

A device configuration of the vehicle1awill be described.

The vehicle1aincludes: a spot sensor14that receives position information from a ground unit, that is, position information transmission means, arranged on the tracks; a current collection apparatus18as first electric power supply means; external electric power supply converter apparatus19as first electrical power feeding means; a main transformer20; a system overall control apparatus8a; an information communication apparatus9a; and an electrostatic antenna35.

The main transformer20converts AC power supplied by the current collection apparatus18to a voltage suitable for the specifications of the external electric power supply converter apparatus19. The external electric power supply converter apparatus19converts the AC power at the voltage converted by the main transformer20to DC power and supplies electric power transmission means7ato transmit the DC power to the other vehicles1aand1bin the formation. The spot sensor14detects spot information sent from position information transmission means37(not shown), such as a ground unit installed outside of the vehicle, and transmits the spot information to the system overall control apparatus8a. An example of the position information transmission means37includes an electrostatic antenna35that detects presence/absence information of trolley wire based on a change in the alternating current circulating in the trolley wire and that transmits the presence/absence information to the system overall control apparatus8a. A global positioning system (GPS) can also be utilized as the position information transmission means37.

The system overall control apparatus8aconnects to the external electric power supply converter apparatus19, the spot sensor14, and the electrostatic antenna35and provides control requests Dcnv_a, Dsen_a, and Dant_a to the appararatuses, respectively. The system overall control apparatus8aalso aggregates state information Scnv_a, Ssen_a, and Sant_a of the apparatuses. The system overall control apparatus8atransmits information Dinf_a received between the spot sensor14and the external electric power supply converter apparatus19to the information communication apparatus9a. The information communication apparatus9acan share the information with information communication apparatuses9band9cof the other vehicles in the formation through information transmission means10a,10b, and10c. More specifically, the information communication apparatus9acan collect information of the entire train, and the system overall control apparatus8aselects and receives information Sinf_a necessary to control the spot sensor14and the external electric power supply converter apparatus19.

The vehicle1ais equipped with electric power system couplers12aand12bfor connecting the electric power transmission means7ato the other vehicles in the formation and information system couplers13aand13bfor connecting the information transmission means10ato the other vehicles in the formation.

Next, a device configuration of the vehicle1bwill be described.

The vehicle1bincludes an inverter apparatus4aas motor driving means, a DC/DC converter apparatus5, an electricity storage apparatus6as third electric power supply means, a system overall control apparatus8b, and an information communication apparatus9b.

The inverter apparatus4converts DC power supplied by electric power transmission means7bto three-phase AC power to drive a motor27not shown. The output of the motor27drives all or some of the wheels and axles3e,3f,3g, and3hthrough power transmission means not shown to provide acceleration and deceleration force to the vehicle1b.

The chopper apparatus5has a function of circulating a current according to terminal voltages of the input side and the output side when the terminal voltages of the input side and the output side are different. In this case, the terminal of the high voltage side is connected to the electric power transmission means7b, and the terminal on the low voltage side is connected to the electricity storage apparatus6. More specifically, the chopper apparatus5can charge the electricity storage apparatus6with the electric power of the electric power transmission means7band discharge the electricity storage apparatus6to return the electric power to the power transmission means7b.

The system overall control apparatus8bconnects to the inverter apparatus4, the chopper apparatus5, and the electricity storage apparatus6and provides control requests Dinv_b, Dchp_b, and Dbtr_b to the apparatuses, respectively. The system overall control apparatus8balso aggregates state information Sinv_b, Schp_b, and Sbtr_b of the apparatuses. The system overall control apparatus8btransmits information Dinf_b received between the inverter apparatus4, the chopper apparatus5, and the electricity storage apparatus6to the information communication apparatus9b. The information communication apparatus9bcan share the information with the information communication apparatuses9aand9cof the other vehicles in the formation through the information transmission means10a,10b, and10c. More specifically, the information communication apparatus9bcan collect information of the entire train, and the system overall control apparatus8bselects and receives information Sinf_b necessary to control the inverter apparatus4, the chopper apparatus5, and the electricity storage apparatus6.

The vehicle1bis equipped with electric power system couplers12cand12dfor connecting the electric power transmission means7bto the other vehicles in the formation and information system couplers13band13cfor connecting the information transmission means10bto the other vehicles in the formation.

Next, a device configuration of the vehicle is as the lead vehicle will be described.

The vehicle is includes an engine15, an electricity generator16, an engine electricity generation converter apparatus17, a system overall control apparatus8c, and an information communication apparatus9c.

The engine15and the electricity generator16constitute second electric power supply means for generating electric power inside of the vehicle, and the engine15drives the electricity generator16to generate three-phase AC power. The engine electricity generation converter apparatus17converts the three-phase AC power to DC power and supplies it to electric power transmission means7cto transmit the DC power to the other vehicles1aand1bin the formation vehicles.

The system overall control apparatus8cconnects to the engine15and the engine electricity generation converter apparatus17and provides control requests Deng_c and Dcnv_c to the apparatuses, respectively. The system overall control apparatus8calso aggregates state information Seng_c and Scnv_c of the apparatuses. The system overall control apparatus8ctransmits information Dinf_c received between the engine15and the engine electricity generation converter apparatus17to the information communication apparatus9c. The information communication apparatus9ccan share the information with the information communication apparatuses9aand9bof the other vehicles in the formation through the information transmission means10c. More specifically, the information communication apparatus9ccan collect information of the entire train, and the system overall control apparatus8cselects and receives information Scnv_c necessary to control the engine15and the engine electricity generation converter apparatus17.

The vehicle1cis equipped with an electric power system coupler12efor connecting the electric power transmission means7cto the other vehicles in the formation vehicles and an information system coupler13efor connecting the information transmission means10cto the other vehicles in the formation vehicles.

The external electric power supply converter19, the engine electricity generation converter17, and the chopper apparatus5constitute electric power conversion means for converting the electric power from the current collection apparatus18as the first electric power supply means, the engine15and the electricity generator16as the second electric power supply means, and the electricity storage apparatus6as the third electric power supply means into DC power at a certain voltage value level.

According to the configuration, the presence/absence of an external electric power, such as trolley wire, can be checked based on received traveling position information to determine whether electric power supply from outside of the vehicle is possible or impossible, that is, whether the present track being traveled over is an electrified section or a non-electrified section. The external electric power supply means can be disconnected from the external electric power source if the electric power supply from outside of the vehicle is impossible. The external electric power supply means can be connected to the external electric power source if the electric power supply from outside of the vehicle is possible.

Furthermore, the arrangement of the system overall control apparatus that controls the current collection apparatus, the engine electricity generator, the electricity storage apparatus, the external electric power supply converter apparatus, the engine electricity generation converter apparatus, and the inverter apparatus and the information communication apparatus that reciprocally receives the control information of the system overall control apparatus allows comprehensive control of the devices. If the electric power supply from outside of the vehicle is possible, the supplied electric power from the current collection apparatus serves as the main electric power supply to the inverter apparatus, and the external electric power supply converter apparatus can control the DC power section to a predetermined voltage value. If the electric power supply from the current collection apparatus is impossible, the supplied electric power from the engine electricity generator serves as the main electric power supply to the inverter apparatus, and the engine electricity generation converter can control the DC voltage section to a predetermined voltage value.

Therefore, a high mobility railroad vehicle system can be realized in which through operation can be reciprocally carried out between a non-electrified section and an electrified section without installing new facilities such as oil supply equipment in the electrified section and without considering distinction between the non-electrified section and the electrified section.

FIG. 2is a diagram showing details of the device configuration according to the embodiment of the present invention.

The vehicle1aincludes the current collection apparatus18, the main transformer20, the external electric power supply converter apparatus19, the system overall control apparatus8a, the information communication apparatus9a, the position sensor14, and the electrostatic antenna35.

The main transformer20converts the AC power supplied by the current collection apparatus18to a voltage suitable for the specifications of the external electric power supply converter apparatus19. The external electric power supply converter apparatus19converts the AC power with the voltage converted by the main transformer20to AC power and supplies it to the electric power transmission means7ato transmit the AC power to the other vehicles1aand1bin the formation.

The external electric power supply converter circuit25controls a switching element not shown to convert the AC power supplied from the main transformer20to DC power based on a switching signal GP_p output by an external electric power supply converter control unit31. A voltage sensor22athat measures a supplied voltage from the electric power transmission means7a, a current sensor23athat measures a supplied current, and a current sensor23bthat measures the current of the AC power supplied from the main transformer are further arranged. A filter capacitor21ais connected in parallel with the input end of the external electric power supply converter circuit25and removes change components of the current flowing in or out of the external electric power supply converter circuit25.

The spot sensor14detects spot information transmitted from the position information transmission means37(not shown), such as a ground unit, equipped outside of the vehicle and transmits the spot information to the system overall control apparatus8a. The electrostatic antenna35as the position information transmission means37detects presence/absence information of trolley wire based on a change in the alternating current circulating in the trolley wire and transmits the presence/absence information to the system overall control apparatus8a. The global positioning system (GPS) can also be utilized as the position information transmission means37.

The system overall control apparatus8aconnects to the external electric power supply converter control unit31, the spot sensor apparatus14, and the electrostatic antenna35and provides control requests Dcnv_a, Dsen_a, and Dant_a to the apparatuses. The system overall control apparatus8aalso aggregates state information Scnv_a, Ssen_a, and Sant_a of the apparatuses. The system overall control apparatus8atransmits the information Dinf_a received between the external electric power supply converter control unit31, the spot sensor apparatus14, and the electrostatic antenna35to the information communication apparatus9a. The information communication apparatus9acan share the information with the information communication apparatuses9band9cof the other vehicles in the formation through the information transmission means10a. More specifically, the information communication apparatus9acan collect information of the entire train, and the system overall control apparatus8aselects and receives information Sinf_c necessary to control the external electric power supply converter control unit31, the spot sensor apparatus14, and the electrostatic antenna35.

The vehicle1bincludes the inverter apparatus4, motors27aand27b, the chopper apparatus5, the electricity storage apparatus6, the system overall control apparatus8b, and the information communication apparatus9b.

The inverter apparatus4converts the DC power supplied by the electric power transmission means7bto three-phase AC power to drive the motors27aand27b. Although the motors driven by the inverter apparatus4are the motors27aand27bhere, this does not limit the number of motors driven by the inverter apparatus4. The inverter circuit26controls a switching element not shown based on a switching signal GP_t output by the inverter control unit32to convert the electric power of the DC section to variable voltage, variable frequency three-phase AC power to drive the motors27aand27b. A voltage sensor22bfor measuring a supplied voltage from the electric power transmission means7band a current sensor23cfor measuring a supplied current are also arranged. A filter capacitor21bis connected in parallel with the input end of the inverter circuit26and removes change components of the current flowing in or out of the inverter circuit26.

The chopper apparatus5has a function of circulating the current according to the terminal voltages on the input side and the output side even if the terminal voltages of the input side and the output side are different in the connection. In this case, the terminal on the high voltage side is connected to the electric power transmission means7b, and the terminal on the low voltage side is connected to the electricity storage apparatus6. A smoothing reactor24is connected between the electricity storage apparatus6and the chopper circuit28, and the smoothing rector24plays a role of smoothing a chopper current in a buck-boost chopper operation described below and a role of primarily storing electric energy in a boost chopper operation. The chopper circuit28controls a switching element not shown based on a switching signal GP_d output by a chopper control unit33to circulate the current while maintaining or controlling an inter-terminal voltage between the terminal on the high voltage side connected to the electric power transmission means7band the terminal on the low voltage side connected to the electricity storage apparatus6. The current sensor24for measuring the supplied current from the electricity storage apparatus6is arranged between the electricity storage apparatus6and the chopper circuit28, and a voltage measurement device22cto measure the output voltage of the electricity storage apparatus6is arranged between the output terminals of the electricity storage apparatus6. More specifically, the chopper apparatus5can charge the electricity storage apparatus6based on the electric power of the electric power transmission means7band can discharge the electricity storage apparatus6to return the electric power to the electric power transmission means7b.

The system overall control apparatus8bconnects to the inverter control unit32, the chopper control unit33, and the electricity storage apparatus6and provides control requests Dinv_b, Dbch_b, and Dbtr_b. The system overall control apparatus8balso aggregates state information Sinv_b, Sbch_b, and Sbtr_b of the apparatuses. The system overall control apparatus8btransmits information Dinf_b received between the inverter control unit32, the chopper control unit33, and the electricity storage apparatus6to the information communication apparatus9b. The information communication apparatus9bcan share the information with the information communication apparatus9aof the other vehicles in the formation through the information transmission means10aand10b. More specifically, the information communication apparatus9bcan collect information of the entire train, and the system overall control apparatus8bselects and receives information Sinf_b necessary to control the inverter control unit32, the chopper control unit13, and the electricity storage apparatus6.

The vehicle1bis also equipped with the electric power system couplers12cand12dfor connecting the electric power transmission means7bto the other vehicles in the formation and information system couplers13cand13dfor connecting the information transmission means10bto the other vehicles in the formation.

The vehicle1cincludes an electricity generator30, the engine electricity generation converter apparatus17, the system overall control apparatus8c, and the information communication apparatus9c.

The electricity generator30is driven by power, such as an engine not shown, to generate three-phase AC power. The engine electricity generation converter apparatus17converts the three-phase AC power generated by the electricity generator30to DC power and supplies the DC power to the electric power transmission means7c.

An engine electricity generation converter circuit29controls a switching element not shown based on a switching signal GP_e output by an engine electricity generation converter control unit34to convert the three-phase AC power generated by the electricity generator30to DC power. A voltage sensor22dfor measuring a supplied voltage from the electric power transmission apparatus7c, a current sensor23hfor measuring a supplied current, and current sensors23i,23j, and23kthat measure currents of the phases of the three-phase AC power generated by the electricity generator30are also arranged. A filter capacitor21cis connected in parallel to the input end of the engine electricity generation converter circuit29and removes change components of the current flowing in or out of the engine electricity generation converter circuit29.

The system overall control apparatus8cconnects to the engine electricity generation converter control unit34and the engine15not shown and provides control requests Deng_c and Dcnv_c. The system overall control apparatus8calso aggregates state information Scnv_c and Seng_c of the apparatuses. The system overall control apparatus8ctransmits information Dinf_c received between the engine electricity generation converter control unit34and the engine15not shown to the information communication apparatus9c. The information communication apparatus9ccan share the information with the information communication apparatuses9aand9bof the other vehicles in the formation through the information transmission means10c. More specifically, the information communication apparatus9ccan collect information of the entire train, and the system overall control apparatus8cselects and receives information Sinf_c necessary to control the engine electricity generation converter apparatus17and the engine15not shown.

As described above, according to the configuration, the presence/absence of the external electric power source, such as trolley wire, can be checked based on the received driving position information, and whether the electric power supply from outside of the vehicle is possible or impossible, that is, whether the section is an electrified section or a non-electrified section, can be determined. If the electric power supply from outside of the vehicle is impossible, the external electric power supply means can be disconnected from the external electric power source. If the electric power supply from outside of the vehicle is possible, the external electric power supply means can be connected to the external electric power source.

Furthermore, the arrangement of the system overall control apparatus that controls the current collection apparatus, the engine electricity generator, the electricity storage apparatus, the external electric power supply converter apparatus, the engine electricity generation converter apparatus, and the inverter apparatus and the information communication apparatus that reciprocally receives the control information of the system overall control apparatus allows comprehensive control of the devices. If the electric power supply from outside of the vehicle is possible, the supplied electric power from the current collection apparatus serves as the main electric power supply to the inverter apparatus, and the external electric power supply converter apparatus can control the DC power section to a predetermined voltage value. If the electric power supply from the current collection apparatus is impossible, the supplied electric power from the engine electricity generator serves as the main electric power to the inverter apparatus, and the engine electricity generation converter can control the DC voltage section to a predetermined voltage value.

Therefore, a high mobility railroad vehicle system can be provided in which through operation can be reciprocally carried out between a non-electrified section and an electrified section without installing new facilities such as oil supply equipment in the electrified section and without considering distinction between the non-electrified section and the electrified section.

FIG. 3is a diagram showing a device operation according to the embodiment of the present invention.

FIG. 3describes operations of the current collection apparatus6, the external electric power supply converter apparatus19, the engine electricity generation converter apparatus17, and the inverter apparatus4when the vehicles1a,1b, and is enter the electrified section from the non-electrified section and operations of the current collection apparatus6, the external electric power supply converter apparatus19, the engine electricity generation converter apparatus17, and the inverter apparatus4when the vehicles1a,1b, and1center the non-electrified section from the electrified section.

First, the device operations when the vehicles1a,1b, and1center the electrified section from the non-electrified section will be described.

When the vehicles1a,1b, and1ctravel in the non-electrified section, a pantograph elevation permission flag PTG_up_prm indicates “0”, and the current collection apparatus6is in a descent state at this time. Since the electric power supply from the current collection apparatus6cannot be obtained in the non-electrified section, an external electric power supply converter gate start permission flag CNVA_gst_prm is set to “0”, that is, the electric power conversion in the external electric power supply converter apparatus19is stopped. On the other hand, an engine electricity generation converter gate start permission flag CNVB_gst_prm is set to “1” to obtain the electric power supply from the engine electricity generation, that is, the electric power conversion in the engine electricity generation converter apparatus17is activated. During acceleration or braking, an inverter gate start permission flag INV_gst_prm is set to “1”, that is, the electric power conversion in the inverter apparatus4is activated.

When the spot sensor14mounted on the vehicle1areceives an “electrified section prediction signal” from position information transmission means37ainstalled on the non-electrified section side relative to the spot of the start of the electrified section, the inverter gate start permission flag INV_gst_prm is set to “0”, that is, the electric power conversion in the inverter apparatus4is stopped. The engine electricity generation converter gate start permission flag CNVB_gst_prm is set to “0”, that is, the electric power conversion in the engine electricity generation converter apparatus17is stopped.

When the vehicles1a,1b, and1creach a spot traveling a preset distance L1from the spot of the reception of the “electrified section prediction signal”, the pantograph elevation permission flag PTG_up_prm is set to “1”, that is, the current collection apparatus6is elevated to touch the electric power supply means36. As a result, the vehicles1a,1b, and1ccomplete the preparation of obtaining necessary electric power from the electric power supply means36.

When the spot sensor14mounted on the vehicle1areceives an “electrified section confirmation signal” from position information *transmission means37bthat is installed on the electrified section side relative to the spot of the start of the electrified section and that indicates that the vehicle1ais traveling in the electrified section, the external electric power supply converter gate start permission flag CNVA_gst_prm is set to “1”, that is, the electric power conversion in the external electric power supply converter apparatus19is activated. As a result, the external electric power supply converter apparatus19converts the AC power obtained from the electric power supply means36to DC power, and the DC power is supplied to the inverter apparatus4. The engine electricity generation converter gate start permission flag CNVB_gst_prm is set to “1”, that is, the electric power conversion in the engine electricity generation converter apparatus17is activated to enable the supply of power from the engine electricity generation. Subsequently, the inverter gate start permission flag INV_gst_prm is set to “1”, that is, the electric power conversion in the inverter apparatus4is activated.

Next, the device operations when the vehicles1a,1b, and1center the non-electrified section from the electrified section will be described.

When the vehicles1a,1b, and1ctravel in the electrified section, the pantograph elevation permission flag PTG_up_prm is set to “1”, that is, the current collection apparatus6is elevated to touch the electric power supply means35. Since the electric power supply from the current collection apparatus6can be obtained in the electrified section, the external electric power supply converter gate start permission flag CNVA_gst_prm is set to “1”, that is, the electric power conversion in the external electric power supply converter apparatus19is activated. As a result, the external electric power supply converter apparatus19converts the AC power obtained from the electric power supply means36to DC power, and the DC power is supplied to the inverter apparatus4. Furthermore, the engine electricity generation converter gate start permission flag CNVB_gst_prm is set to “1”, that is, the electric power conversion in the engine electricity generation converter apparatus17is activated to enable the electric power supply from the engine electricity generation to the inverter apparatus4. During acceleration or braking, the inverter gate start permission flag INV_gst_prm is set to “1”, that is, the electric power conversion in the inverter apparatus4is activated.

When the spot sensor14mounted on the vehicle1areceives a “non-electrified section prediction signal” from position information transmission means37cinstalled on the electrified section side relative to the spot of the start of the non-electrified section, the inverter gate start permission flag INV_gst_prm is set to “0”, that is, the electric power conversion in the inverter apparatus4is stopped. Next, the external electric power supply converter gate start permission flag CNVA_gst_prm is set to “0”, that is, the electric power conversion in the external electric power supply converter19is stopped. Furthermore, the engine electricity generation converter gate start permission flag CNVB_gst_prm is set to “0”, that is, the electric power conversion in the engine electricity generation converter apparatus17is stopped.

When the vehicles1a,1b, and1creach a spot traveling a preset distance L2from the spot of the reception of the “electrified section prediction signal”, the pantograph elevation permission flag PTG_up_prm is set to “0”, that is, the current collection apparatus6is lowered. As a result, the vehicles1a,1b, and1ccomplete the preparation to finish the electric power supply from the electric power supply means36.

When the spot sensor14mounted on the vehicle1areceives a “non-electrified section confirmation signal” from position information transmission means36dinstalled immediately before the spot of the start of the electrified section, the engine electricity generation converter gate start permission flag CNVB_gst_prm is set to “1”, that is, the electric power conversion in the engine electricity generation converter apparatus17is activated to enable the electric power supply from the engine electricity generation to the inverter apparatus4. During acceleration or braking, the inverter gate start permission flag INV_gst_prm is set to “1”, that is, the electric power conversion in the inverter apparatus4is activated.

FIG. 4is a control block diagram for realizing the device operations according to an embodiment of the present invention.

A logic storage circuit38ais a reset-priority flip-flop circuit, in which an electrified section prediction reception flag SECT_ele_adv serves as a set input, and an electrified section confirmation reception flag SECT_ele_fix serves as a reset input. The logic storage circuit38aoutputs a non-electrified section to electrified section shifting flag FLG_nele2ele.

A logic storage circuit38bis a reset-priority flip-flop circuit, in which a non-electrified section prediction reception flag SECT_nele_adv serves as a set input, and a non-electrified section confirmation reception flag SECT_nele_fix serves as a reset input. The logic storage circuit38boutputs an electrified section to non-electrified section shifting flag FLG_ele2nele.

A logic storage circuit38cis a reset-priority flip-flop circuit, in which the electrified section confirmation reception flag SECT_nele_fix serves as a set input, and the non-electrified section confirmation reception flag SECT_ele_fix serves as a reset input. The logic storage circuit38coutputs an electrified section preliminary flag FLG_ele_pro.

A logical OR circuit39receives the non-electrified section to electrified section shifting flag FLG_nele2ele and the electrified section to non-electrically section shifting flag FLG_ele2nele as inputs to output an electrified section/non-electrified section shifting flag FLG_shift that is a logical OR of the flags.

A logic inverting circuit40inverts the logic of the electrified section/non-electrified section shifting flag FLG_shift to output a gate start prohibition flag FLG_gst_phb that prohibits the gate start of the inverter apparatus4, the external electric power supply converter apparatus19, and the engine electricity generation converter apparatus17during the electrified section/non-electrified section shifting.

A logic delay circuit42ainputs an electrostatic antenna current detection flag PLINE_cur_dct to delay one or both of the rise and fall of the flag by a predetermined time to output a delayed electrostatic antenna current detection flag PLINE_cur_td.

A logical AND circuit41areceives the electrified section preliminary flag FLG_ele_pro and the delayed electrostatic antenna current detection flag PLINE_cur_td as inputs to output an electrified section fixation flag FLG_ele_fix that is a logical AND of the flags. Further, a logic delay circuit42bdelays one or both of the rise and fall of the electrified section fixation flag FLG_ele_fix by a predetermined time to output a pantograph elevation permission flag PTG_up_prm.

A logical AND circuit41breceives the gate start prohibition flag FLG_gst_phb, the electrified section fixation flag FLG_ele_fix, and an external electric power supply converter gate start request flag CNVA_gst_req as inputs to output an external electric power supply converter gate start preliminary flag CNVA_gst_pro that is a logical AND of the flags. A logic delay circuit42cdelays one or both of the rise and fall of the external electric power supply converter gate start preliminary flag CNVA_gst_pro by a predetermined time to output the external electric power supply converter gate start permission flag CNVA_gst_prm.

A logical AND circuit41creceives the gate start prohibition flag FLG_gst_phb and the inverter gate start request flag INV_gst_req as inputs to output an inverter gate start preliminary flag INV_gst_pro that is a logical AND of the flags. Further, a logic delay circuit42ddelays one or both of the rise and fall of the inverter gate start preliminary flag INV_gst_pro by a predetermined time to output the inverter gate start permission flag INV_gst_prm.

A logical AND circuit41dreceives the gate start prohibition flag FLG_gst_phb and the engine electricity generation converter gate start request flag CNVB_gst_req as inputs to output an engine electricity generation converter gate start preliminary flag CNVB_gst_pro that is a logical AND of the flags. A logic delay circuit42edelays one or both of the rise and fall of the engine electricity generation converter gate start preliminary flag CNVB_gst_pro by a predetermined time to output the engine electricity generation converter gate start permission flag CNVB_gst_prm.

FIG. 5is a diagram showing device output balance control in the electrified section according to the embodiment of the present invention.

Configurations of control during powering and during braking in the electrified section in the device output balance control will be described here.

A voltage stabilization controller45aincluded in the external electric power supply converter control unit31handles a DC power section reference voltage V_p_ref, a DC-side terminal voltage V_p of the external electric power supply converter apparatus19detected by the voltage sensor22a, and a DC-side input/output current I_p of the external electric power supply converter apparatus19detected by the current sensor23aas inputs to calculate and output a control signal GP_p provided to the external electric power supply converter apparatus19to cause the DC-side terminal voltage V_p to follow the DC power section reference voltage V_p_ref.

On each occasion, the inverter apparatus4calculates and outputs inverter electric power P_t necessary to power or brake the vehicles. In the inverter power P_t necessary to power or brake the vehicles, electric power that cannot be supplied only by the external electric power supply converter apparatus19is supplemented by the electricity storage apparatus6and the engine15. An electric power instruction calculation unit43included in the chopper control unit33handles the inverter electric power P_t and an amount of stored electricity SOC of the electricity storage apparatus6as inputs and calculates and outputs a supplement electric power instruction P_d_ref distributed to the chopper apparatus5and a supplement electric power instruction P_e_ref distributed to the engine electricity generation converter apparatus according to the amount of stored electricity SOC.

An electric power stabilization controller44bincluded in the chopper control unit33handles the supplement electric power instruction P_d_ref to the chopper apparatus5, an input/output current I_b of the electricity storage apparatus6detected by a current sensor23d, and a terminal voltage V_d of the electricity storage apparatus6detected by the voltage sensor22cas inputs to output a control signal GP_d provided to the chopper apparatus5to control input/output electric power I_bxV_b of the electricity storage apparatus6to follow the supplement electric power instruction P_d_ref for the chopper apparatus5.

An electric power stabilization controller44aincluded in the engine electricity generation converter control unit34receives the supplement electric power instruction P_e_ref to the engine electricity generation converter apparatus17, an input/output current I_e of the engine electricity generation converter apparatus17detected by the current sensor23h, and a DC-side terminal voltage V_e of the engine electricity generation converter apparatus detected by the voltage sensor22das inputs to output a control signal GP_e provided to the engine electricity generation converter apparatus17to control input/output electric power I_e×V_e of the engine electricity generation converter apparatus17to follow the supplement electric power instruction P_d_ref for the engine electricity generation converter apparatus17.

According to the configuration described above, during powering in the electrified section, the external electric power supply converter apparatus19controls the voltage of a DC power section (A) to follow a predetermined value and supplies the inverter apparatus4with electric power necessary to drive the vehicles. If the electric power necessary to drive the vehicles cannot be supplied only by the external electric power supply converter apparatus19, the inverter apparatus4estimates shortfall of electric power, and the electricity storage apparatus6supplies electric power at least greater than the shortfall of electric power to the DC power section (A) through the engine electricity generation converter apparatus17or the chopper apparatus5while holding the voltage.

During braking in the electrified section, the external electric power supply converter apparatus19controls the voltage of the DC power section (A) to follow a predetermined value, and electric power generated by braking of the vehicles supplied from the inverter apparatus4is absorbed. If the electric power generated by braking of the vehicles supplied from the inverter apparatus4cannot be absorbed only by the external electric power supply converter apparatus19, the inverter apparatus4estimates shortfall electric power, and the electric power at least greater than the shortfall of electric power is absorbed by the chopper apparatus5and stored in the electricity storage apparatus6.

As described above, according to the configuration, the presence/absence of the external electric power source, such as trolley wire, can be checked based on the received driving position information, and whether the electric power supply from outside of the vehicle is possible or impossible can be determined. If the electric power supply from outside of the vehicle is impossible, the external electric power supply means can be disconnected from the external electric power source. If the electric power supply from outside of the vehicle is possible, the external electric power supply means can be connected to the external electric power source. Furthermore, the arrangement of the system overall control apparatus that controls the current collection apparatus, the engine electricity generator, the electricity storage apparatus, the external electric power supply converter apparatus, the engine electricity generation converter apparatus, and the inverter apparatus and the information communication apparatus that reciprocally receives the control information of the system overall control apparatus allows comprehensive control of the devices. If the electric power supply from outside of the vehicle is possible, the supplied electric power from the current collection apparatus serves as the main electric power supply to the inverter apparatus, and the external electric power supply converter apparatus can control the DC power section to a predetermined voltage value.

Therefore, a high mobility railroad vehicle system can be provided in which through operation can be reciprocally carried out between a non-electrified section and an electrified section without installing new facilities such as oil supply equipment in the electrified section and without considering distinction between the non-electrified section and the electrified section.

FIG. 6is a diagram showing device output balance control in the non-electrified section according to an embodiment of the present invention.

First, in the device output balance control, configurations of control during powering in the non-electrified section will be described.

A voltage stabilization controller45bincluded in the engine electricity generation converter control unit34receives a DC power section reference voltage V_e_ref, the DC-side terminal voltage V_e of the engine electricity generation converter apparatus17detected by the voltage sensor22d, and the DC-side input/output current I_e of the external electric power supply converter apparatus19detected by the current sensor23as inputs to output the control signal GP_e provided to the engine electricity generation converter apparatus17to control the DC-side terminal voltage V_e to follow the DC power section reference voltage V_e_ref.

On each occasion, the inverter apparatus4calculates and outputs the inverter electric power P_t necessary to power the vehicles. In the inverter electric power P_t necessary to power the vehicle, the electricity storage apparatus6supplements the electric power that cannot be supplied only by the external electric power supply converter apparatus19. The electric power instruction calculation unit43included in the chopper control unit33receives the inverter electric power P_t and the amount of stored electricity SOC of the electricity storage apparatus6as inputs to calculate and output the supplement electric power instruction P_d_ref distributed to the chopper apparatus5according to the amount of stored electricity SOC.

The electric power stabilization controller44bincluded in the chopper control unit33receives the supplement electric power instruction P_d_ref to the chopper apparatus5, the input/output current I_b of the electricity storage apparatus6detected by the current sensor23d, and the terminal voltage V_d of the electricity storage apparatus6detected by the voltage sensor22cas inputs to output the control signal GP_d provided to the chopper apparatus5to control the input/output electric power I_b×V_b of the electricity storage apparatus6to follow the supplement electric power instruction P_d_ref for the chopper apparatus5.

According to the above configuration, during powering in the non-electrified section, the engine electricity generation converter apparatus17controls to follow the voltage of the DC power section (A), and the electric power necessary to drive the vehicles is supplied to the inverter apparatus4. If the electric power necessary to drive the vehicles cannot be supplied only by the engine electricity generation converter apparatus17, the inverter apparatus4estimates shortfall of electric power, and the electricity storage apparatus6supplies electric power at least greater than the shortfall of electric power to the DC power section (A) through the chopper apparatus5while holding the voltage.

Next, configurations of control during braking in the non-electrified section in the device output balance control will be described.

A voltage stabilization controller45included in the chopper control unit33receives a DC power section reference voltage V_b_ref, the input/output current I_b of the electricity storage apparatus6detected by the current sensor23d, and the terminal voltage V_d of the electricity storage apparatus6detected by the voltage sensor22cas inputs to output the control signal GP_d provided to the chopper apparatus5to control the high-voltage side terminal voltage V_d of the chopper apparatus to follow a DC power section reference voltage V_d_ref.

On each occasion, the inverter apparatus4calculates and outputs the inverter electric power P_t necessary to brake the vehicles. The electric power instruction calculation unit43included in the chopper control unit33receives the inverter electric power P_t and the amount of stored electricity SOC of the electricity storage apparatus6as inputs to calculate and output the supplement electric power instruction P_e_ref to the engine electricity generation converter apparatus17in order for the engine15to supplement the electric power that cannot be supplied only by the external electric power supply converter apparatus19in the electric power necessary to drive the vehicles. The electric power stabilization controller44ahandles the supplement electric power instruction P_e_ref to the engine electricity generation converter apparatus17, the input/output current I_e of the engine electricity generation converter apparatus17detected by the current sensor23h, and the DC-side terminal voltage V_e of the engine electricity generation converter apparatus detected by the voltage sensor22das inputs to output the control signal GP_e provided to the engine electricity generation converter apparatus17to control the input/output electric power I_e×V_e of the engine electricity generation converter apparatus17to follow the supplement electric power instruction P_e_ref for the engine electricity generation converter apparatus17.

According to the above configuration, during braking in the non-electrified section, the chopper apparatus5adjusts the electric charge and discharge of the electricity storage apparatus6to control the voltage of the DC power section (A) to follow the predetermined value, and the electric power generated by braking of the vehicles supplied from the inverter apparatus4is absorbed. If the electric power generated by braking of the vehicles supplied from the inverter apparatus4cannot be absorbed only by the chopper apparatus5, the inverter apparatus4estimates shortfall of electric power, and the engine electricity generation converter apparatus17absorbs electric power at least greater than the shortfall of electric power.

As described above, according to the configuration, the presence/absence of the external electric power source, such as trolley wire, can be checked based on the received driving position information, and whether the electric power supply from outside of the vehicle is possible or impossible can be determined. If the electric power supply from outside of the vehicle is impossible, the external electric power supply means can be disconnected from the external electric power source. If the electric power supply from outside of the vehicle is possible, the external electric power supply means can be connected to the external electric power source. Furthermore, the arrangement of the system overall control apparatus that controls the current collection apparatus, the engine electricity generator, the electricity storage apparatus, the external electric power supply converter apparatus, the engine electricity generation converter apparatus, and the inverter apparatus and the information communication apparatus that reciprocally receives the control information of the system overall control apparatus allows comprehensive control of the devices. If the electric power supply from the current collection apparatus is impossible, the supplied electric power from the engine electricity generator serves as the main electric power supply to the inverter apparatus, and the engine electricity generation converter can control the DC voltage section to the predetermined voltage value.

Therefore, a high mobility railroad vehicle system can be provided in which through operation can be reciprocally carried out between a non-electrified section and an electrified section without installing new facilities such as oil supply equipment in the electrified section and without considering distinction between the non-electrified section and the electrified section.

REFERENCE SIGNS LIST