Description
Title of Invention:
DR]VING SYSTEM, DRIVING SYSTEM
RAILROAD-VEHICLE AND MULTT-CAR
FOR RA]LROAD-VEH]CLE, AND
TRAIN MOUNTED WTTH SAME
Technical Field
I 0001 l
The present invention rel-ates to a driving device of
an electric motor, and particularry, to a driving device
for railroad-vehj-cfe that obtains power from a plurality
of dlfferent power sources.
Background Art
i00021
A railway includes two types of routes: a route
provlded with a facility that suppli-es power to a train
from the ground through a trolley wire or a third rail_
(hereinafter, ca11ed "electrified route"),. and a route
without a power supply facllity from the ground, in which
power generation means incl-uded in the train obtains
power (or motive power is obtained from a motive power
source) (hereinafter, cafl-ed "non-electrifled route").
rn the electrified route, regenerative erectric power
generated during braking of the train can be consumed by
another train. Therefore, the energy efficlency is
2-
general-ly hlgher in the electrlfied system, and there is
a tendency to preferentially electrify routes with a
greater number of trains. Recently, a plan for
electrifying non-electrified routes is deveJ_oped on the
background of the rise in the energy price.
t00031
Meanwhile, a train that can travel regardless of
whether the route is el-ectrified or non-electri_fied is
desirable to efficlentry operate the train. An example
of widely used means for realizing such a train incl_udes
a system of pulling a train formation includj-ng vehicles
without electric power sources/motive power sources by an
electric locomoti-ve in the el-ectrified route and pulllng
the train formation by a diesel locomotive including an
internal- combustion engine as a motive power source in
the non-electrified route.
t00041
Regardless of whether the rocomotive is an el-ectric
l-ocomotive or a diesel locomotive, a locomoti-ve is
provlded with a large number of apparatuses, and the
weight of the locomotive is usual-1y several- times higher
than the weight of a passenger car constituting the train.
For example, compared to a power-dj-spersed train, such as
a Shinkansen train travelling in Japan, in which a
driving device and other functions necessary for the
traln are dispersed, the ]ocomotive has a problem that
3-
the track is signlficantly damaged by a heavy axle or has
a problem that there is a l-imit to speeding up the train
because a large-capacity brake device is necessary for a
vehicle with concentrated weight.
t000sl
on the other hand, a function-dispersed train needs
to have the functions optimized for each of the
electrified route and the non-electrified route, and
there is a problem that the functions cannot be shared.
t00061
To solve the probl-ems, patent Literature 1 provi_des
a rallroad-vehj-cle driving device and means for real_i zing
a railroad-vehicle using the rallroad-vehicle driving
device, the device including: power generati-on means
based on an overhead contact l1ne voltage or a diesel
engine (and fuel cell-s /gas ce11s) , that is, different
power sources (FIG. 1: 7I,12,2L, and 31 in Literature
1); and power converters that convert power obtained from
the power sources to DC voltages to change the power to
DC voltages (FIG. 1: 73, 20, and 32 in Literature L),
wherej-n the problems can be solved by appropriately
switching the power sources and the power converters
according to the travelllng route.
Citation List
Patent Literature
-4
i00071
Patent Literature 1: EP 1 186491 41, Railway vehicl-e with
power supply system, ALSTOM LHBGmbH
Summary of fnvention
Techni-ca1 Problem
[0008]
However, in Literature 1 described above, each power
source (overhead contact line, power generator driven by
engine, and fuel- cel-l-s) needs an appropriate power
converter (EIG. 1: 13, 25, and 32 in Literature 1) that
converts the voltage of the power source to a DC voltage
(EIG. 1: 1 in Literature 1). Therefore, there are
problems of an increase in the weight of the formation of
the train, a reduction in the degree of freedom of the
trai-n formation because the mounting space needs to be
reserved, dD increase in the mai_ntenance cost, a
reduction in the reliability caused by an increase in the
number of components, and the like. The number of
apparatuses is 1arge, and the apparatuses cannot be
housed in one vehicle. Therefore, the apparatuses need
to be dispersed to a p1ura11ty of vehicles, and there is
a problem that the freedom of formation is obstructed-
Solution to Problem
100091
JtrProvided
are: a first power conversion circuit that
converts AC power to DC power; and a second power
conversi-on circuit that drives an electric motor by using
the DC power converted by the first power conversion
clrcuit as a power supply, wherein the first power
conversion circuit is connected to a plurality AC power
supplies. Further provided 1s switching means, connected
between the plurality of AC power supplies and the first
power conversi-on circult, for connecting part of the
plurality of AC power supplies to the first power
converslon circuit, and the first power conversion
ci-rcult performs a power conversion operation according
to the AC power supply connected by the switching means.
[0010]
Alternatively, provided is a plurarity of AC power
supplies that supply AC power with different numbers of
phases, wherein a first power conversion circuit performs
an operation of converting AC power supplied by an AC
power supply connected by swi-tching means to DC power
according to the number of phases of the AC power.
100111
Al-ternatively, at least AC input ends , the number of
of an which corresponds to the number AC power
supply with the maximum number
plurality of different AC power
and semiconductor elements are
of phases
of phases
supplies,
among a
are included,
6-
operated according to AC
power of an AC power supply connected by a contactor to
convert the AC power to DC power.
Advantageous Effects of Invention
t00121
According to the present invention, power conversion
circuits that convert AC power supplied from a plurality
of AC power supplies to DC power are standardized to
increase an operating ratlo. In this wdy, power
conversion devi-ces do not have to be provided for each AC
power supply, and a driving system lncludi-ng a plurality
of di-fferent AC power suppries can be downsized,
lightened, and simprified. rn an applicatlon to mul_ticar
railroad-vehlcles, different AC power supplies can be
handled, and an improvement in the reliabili_ty can be
expected due to a reduction in the weight of the multicar
train, a reduction in the mai_ntenance cost, and a
reduction in the number of components. As devlces are
downsized and lightened, the degree of freedom in
mounting the devices is increased, and the degree of
freedom in composing the mul-ti-car train is ar-so
increased. Therefore, more versatile rairroad-vehicles
can be provided.
Brief Description of Drawings
t 0 0131
1-
[FIG. 1] FIG. 1 j-s a driving system diagram showing an
embodiment of the present invention.
[FIG. 2] FIG. 2 is a driving system di_agram showing an
embodiment of the present invention.
[FIG. 3] FIG. 3 is a driving system diagram showing an
embodiment of the present invention.
IFIG. 4] FIG. 4 is a diagram showing a configuration
example of a mu1t1-car train applying a conventional
technique.
[FIG. 5] FIG. 5 is a diagram showing a configuration
example of a multi-car train applying the present
inventi-on.
[EIG. 6] EIG. 6 is a driving system diagram showing an
example of the conventional technique.
IFIG. 7l FfG. 7 is a diagram showing a configuration
example when the present invention is applied to a fi-vecar
train.
[FIG. B] FIG. B is a diagram showing a configuration
exampl-e when the present i-nvention is applied to a sixcar
train.
[FIG. 9] FIG. 9 is a diagram showing a configuratj-on
example when the present invention is applied to an
eight-car train.
[EIG. 10] FIG. 10 is a diagram showing a configuratlon
example when the present lnvention is applied to a sevencar
trai-n.
-B
IFIG. 11] FIG. 11 is a diagram
configuration exampJ-e when the
applied to a five-car train.
[F]G. 72) FIG. 72 is a diagram
configuration example when the
applied to a five-car train.
showing another
present invention is
showing
present
another
invention IS
Description of Embodiments
t 0014 l
Embodiments of the present invention wil-l now be
described with reference to the drawings. An example of
a driving system for raifroad-vehlcle of the present
invention and an example of application to a railroadvehicl-
e formation wil-1 be described with reference to
FrcS. 1 to 6.
[001s]
lFirst Embodimentl
As shown in FIG. 7, a driving system of the present
embodiment includes: a power col-lector 1 that recei_ves
singre-phase AC power from an overhead contact line (not
shown) connected to a substation that is a si-ngle-phase
AC power supply; and a main transformer 11 that steps
down an overhead contact l_ine voltage. Two wires are
arranged on the low pressure side of the main transformer
77, and a single-phase alternating current is supplied to
each wj-re. The driving system is a driving system for
-9
rail-road-vehicle i-ncruding a power conversion circuit 27
for power supply and a power conversion circuit 22 for
power supply, each including two phases of switch
circuits and converting AC power to DC power, the
switching circuits formed by connecting two connectors in
series, the connectors including semiconductor erements
(for example, rGBT) with sel-f-extinction capability and
diodes connected 1n antiparall-e]. The driving system
further includes: a contactor 12 connected between the
main transformer 11 and the power conversj_on circuits 2l
and 22 for power supply; a smoothing capacitor 3 that is
connected to the DC side of the power conversion circuits
27 and 22 for power supply and that smoothes a DC
voltage; a conversi-on circuit 4 for driving el-ectric
motor that incl-udes a combination of semiconductor
elements and that drives a main el-ectric motor 5 by uslng
the voltage at both ends of the smoothing capaci_tor 3 as
a voltage source,' a power generation unit G that includes
an engine and a power generator connected to the engine
and that supplies a three-phase AC power supply;
connection points of the main transformer 11 and the
power conversion circuits 2l and 22 for power supply (AC
sides of the power conversion circuits 2L and 22 for
power supply); and a contactor 13 connected to a threephase
AC output of the power generation uni_t 6.
t 0 0151
10
fn the example of FIG. l, when the traj_n travels
under an overhead contact l-ine, that is, 1n an
el-ectrlfied route, the contactor 12 is c]_osed, and the
contactor 13 is opened. The main transformer 11 supplles
single-phase AC power to the power conversj-on ci_rcuits 2t
and 22 for power supply. Therefore, the semiconductor
el-ements constituting the power conversi-on circults 2t
and 22 for power supply are appropriately switched to
convert a singJ-e-phase alternating current to a direct
current. rn thls wdy, the power conversion circuits 2l
and 22 for power supply convert a single-phase AC voltage
suppried from the overhead contact l-ine to obtain a DC
voltage, and the conversion clrcuit 4 for driving
el-ectric motor drives the mai_n el_ectric motor 5.
t00171
On the other hand, when the train travels a route
without an overhead contact line, that is, in a nonelectrified
route, the contactor 72 is opened, and the
contactor 13 is closed. Two phases of the three-phase
alternating current supplied from the power generatlon
unj-t 6 are connected to the AC si_de of the power
conversion circuit 2t for power supply, and the remainj_ng
one phase is connected to the semiconductor el_ement
constituting one phase 22L of the power conversi_on
circuits for two phases constituting the power conversion
cj-rcuit 22 for power supply. The semlconductor elements
- 11
constituting the one phase 221 of the power conversion
circuit 22 for power supply and the power conversion
circuits of the two phases of the power conversion
cj-rcuit 27 for power supply are appropriately switched to
convert the three-phase alternating current to a direct
current, and the three-phase AC output voltage of the
power generation unit 6 is converted to a DC voltage. To
prevent unnecessary switching, an off command j_s provlded
to the semiconductor elements constituting one phase 222
of the power conversion clrcuit 22 for power supply that
j-s not switched. The advantageous effects of the present
inventlon can be attained by performing the control
described above when the vehicle is travefr-ing under the
overhead contact line (el_ectrifled route) and the
overhead contact l1ne is i_n an abnormal state.
[0018]
For comparison, advantageous effects obtained from
the present invention wil-1 be simply described based on
differences from a conventional- example shown i-n FrG. 6.
The parts with the same functions as in EIG. 1 are
designated with the same numbers, and the parts wirl not
be described here. In the example of FIG. 6, the power
conversion circuits 2l and 22 for power supply dedicated
to the main transformer 11 and a power conversion circuit
6l for three-phase power supply dedi_cated to the power
generation unit 6 are provlded.
t2
t001el
On the other hand, in the present i_nvention, the
contactors 12 and 13 shown in FIG. 1 are switched
according to a change in the power supply (overhead
contact line or power generatj-on unit) to standardize the
semiconductor el-ements constituting the power conversion
circuits that generate DC power. The power conversj-on
circuits 2l and 22 for power supply are provided with a
function of a power conversion circuit for power supply
that converts an AC output of the main transformer 11 to
a DC voltage, which is their original functionr ds well_
as a function of convertinq a three-phase AC output
voltage of the power generation unit 6 to a DC voltage.
In this wdy, the number of power conversion circuits can
be reduced to downsize and lighten the driving system.
I00201
Advantageous effects of the mul_ti-car train of the
present invention wilf be described with reference to
FIGS. 4 and 5. As shown in FIG. 4, in the conventional
driving system, due to restrictions in the mounting
spaces of the vehicfes as well as the vol_umes and welghts
of the devices, the main transformer 11, a power
conversj-on device section including the power conversion
circults 2l and 22 for power supply, the smoothing
capacitor 3, and the power conversion cj-rcuit 4 for drive,
and the power generation unit 6 and the power conversj_on
- 13
circuit 6l for three-phase power supply need to be
mounted on different vehlcl-es. Therefore, the number of
el-ectric wires across the vehj_cl-es is lncreased, and
there are problems of an increase in the welght caused by
the electric wires and an increase 1n the mounting cost.
There j-s al-so a problem that the driving system can be
applied only to trains with three or more cars.
100211
According to the present invention, the power
conversion device section including the power conversion
clrcuits 27 and 22 for power supply, the smoothing
capacitor 3, and the power conversion circuit 4 for drive,
the power generation unit 6, and the contactors L2 and 13
can be mounted on the same vehicl-e. Therefore, the
number of electric wlres across the vehicl_es can be
smaller than that of the conventional system, and this
can realj-ze a reduction in the weight of the train, a
reductj-on in the cost, and an j-ncrease j-n the reliability.
The minimum number of vehicles is two, and the degree of
freedom in forming a mu]ti-car train is increased. For
example, when a mul_t1-car train with five cars is
necessary, one driving system (three cars) and two
vehi-cl-es wlthout the driving system are connected to form
a mul-ti-car train in the conventional example. In the
present invention, one of a multi-car train connecting
one driving system (two cars) and three vehicles wlthout
74
the driving system and a multi-car train connecting two
driving systems (four cars) and one vehicr-e without the
driving system can be selected accordj_ng to required
driving force, and the degree of freedom in the formation
is increased. An advantage of forming a mufti-car train
by few vehlcle types can al-so be attained. As a result,
the degree of freedom is al-so increased in terms of
management and operation of the vehicles, and the
maintenance and the operation can be facilitated.
100221
In the operating method when the driving system
travels on a non-el_ectrlfied route shown in FIG. l, an
off command for preventing unnecessary switching is
provided to the semiconductor el-ements constituting the
one phase 222, and the semj_conductor elements
constituting the one phase 221 of the power conversion
circuit 22 for power supply and the power conversion
circuits for two phases of the power conversion circuit
2l for power supply are appropriately switched in the
present embodiment as described above. However, an
operatj-ng method described bel-ow can arso be applied as
another operating method when the train travel-s on a nonel-
ectrified route. The contactor t2 is opened, and the
contactor 13 is closed. An off command is provided to
all semiconductor el-ements constltuting the power
conversion circuits 2L and 22 for power supply. rn thj-s
15
case, the diodes connected in antiparalfef to the
semlconductor elements constituting the power conversion
circuits 2l and 22 for power supply form diode rectifier
circuits- Therefore, the power conversion circuits 2L
and 22 for power suppry can rectlfy the three-phase AC
voltage that is an output of the power generation unit 6,
and the objects of the present invention can also be
attained by the operatlng method.
t00231
whether the train is traveling on an electrified
route or a non-el-ectrlfi-ed route may be determined from a
detection resul-t of a pantograph voltage. Al_ternatively,
whether the train is travel-ing on an el_ectrified route or
a non-electrified route may be determi-ned from a result
of comparison between a travelling positlon of the train
generated by a tacho-generator or Gps and position
information of electrlfled route stored in advance.
whether the train is traveling on an electrified route or
a non-el-ectrified route can al-so be determined by
receiving information of electrlfied/non-electrifled
route from a facllity on the ground such as a ground
member.
10024)
whether the vehicle travel-s under an overhead
contact l-1ne (electrified route) and the overhead contact
t6
line is in an abnormal state can be determined from a
detection result of a pantograph voltage.
[002s]
ft is obvious that the current capacity of the
semiconductor el-ements constitutlng the power conversion
circuits 2l and 22 for power supply is designed according
to the larger one of the maximum power when the power
supply is obtained from the overhead contact line and the
maximum power when the power supply is obtalned from the
power generation unit 6.
100261
rn the example of FrG. l, the main transformer 11
includes two l-ow-vol-tage wj-res for driving system.
However, four l-ow-vol-tage wires may be j_ncl_uded to supply
power to two driving systems, or six ]ow-vol-tage wires
may be i-ncl-uded to supply power to three driving systems.
Alternatively, the number of low-voltage wires may be
further increased to supply po\^/er to four or more driving
systems.
t0021 )
Although the first embodiment irlustrates an example
of supplying power to one driving system from two lowvoltage
wires, the present invention is not llmited to
this, and the number of low-voltage wires may be three or
more. The number of power generation units that supply
power to one driving system does not have to be one, and
l1
two or more power generation units may be connected. rn
this wdy, when a large number of fow-voltage wlres or
power generation units suppry power in the driving system,
the power conversion circuits 27 and 22 for power supply
includes at l-east AC input ends, the number of which
corresponds to the number of phases of the AC power
supply with the maximum number of phases among the
plurality of different AC power supplies. The
semiconductor el-ements are operated accordj_ng to the AC
power of the AC power supply connected by the contactor,
and the AC power is converted to DC power.
[0028]
ISecond Embodiment]
Another embodiment wirl be described with reference
to FIG. 2. EIG. 2 illustrates an example when one
driving system is connected to one wire on the low
pressure side of the main transformer 11. rn the example
of FIG. 2, the power conversion circuit 2l for power
supply is connected to one wire on the ]ow pressure side
of the main transformer Il, and a contactor 14 is
connected between the one wi-re on the low pressure side
and the power conversion circuit 2l for power supply.
More specifically, the contactor 14 for one phase (two
phases) type is connected, in place of the contactor 12
in FIG. 1. A power conversion circuit 23 for power
supply for one phase of the power conversion circuit is
18
further included, in place of the power conversion
ci-rcuit 22 for power suppry in FrG. 1. More speci_fica11y,
two phases of the three-phase alternatlng current
supplied from the power generation unit 6 is connected to
the AC side of the power conversion circuit 2r for power
supply, and the remai_ning one phase is connected to the
AC side of the power conversion circuit 23 for power
supply. The configuration and operation of other parts
are the same as in the first embodlment.
1002e)
rn the example of FrG. 2, the contactor 14 is crosed,
and the contactor 13 is opened under the overhead contact
line, that is, 1n the electrified route. The overhead
contact line serves as a power supply, and the
semiconductor elements constituting the power conversion
ci-rcuit 27 for power supply are appropriately switched to
convert the single-phase alternatlng current to a direct
current to obtain a DC voltage. The conversion circuit 4
for driving electric motor drives the main el_ectric motor
5. In this caser 6ro off command is provlded to the
semiconductor elements constituting the power conversion
circuit 23 for power supply to prevent unnecessary
swltching.
t 0o3o l
On the other hand, the contactor 14 is opened, and
the contactor 13 is closed in a route without the
-79
overhead contact line, that is, in the non-electrified
route. The semiconductor elements constituting the power
conversion clrcuit 2l for power supply and the power
conversion circuit 23 for power supply for one phase are
appropriately switched to convert the three-phase
alternating current to a direct current, and the threephase
AC output of the power generation unit 6 1s
converted to a direct current.
100311
Therefore, as in the flrst embodiment, the power
conversion circuit necessary to obtain power from the
overhead contact l-ine and the power conversion clrcuit
necessary to obtain power from the power generatJ_on unit
6 do not have to be separately provided, and the driving
system can be downsized and llghtened.
I 0032 l
rn the operating method of the driving system in the
non-el-ectrlfied route shown in ErG. 2, the semiconductor
el-ements constituting the power conversion circuit 22 for
power supply and the power conversion circuit 23 for
power supply are appropriately switched in the present
embodiment as described above. However, an operating
method described below can arso be applied as another
operating method in the non-electrified route. fn the
non-electrified route, the contactor 14 is opened, and
the contactor 13 is closed. An off command is provided
-20
to al-1 of the plurality of semiconductor el-ements
constituting the power conversion circuits 2l and 23 for
power supply. rn this case, the diodes connected in
antiparallel to the semiconductor e]ements constitute
dlode rectifier circuits. Therefore, the three-phase AC
voltage as an output of the power generation unit 6 can
be rectified, and the objects of the present invention
can also be attained by this operating method.
t00331
IThird Embodiment]
Next, another embodlment wirl be described with
reference to FrG. 3. FrG. 3 is an embodi-ment when one
driving system is connected to one wire on the l-ow
pressure side of the main transformer 11 and is an
embodiment different from FIG. 2.
t 0034 l
In FIG. 3, a power conversion circuit 24 made of
diodes is applied in place of the power conversi-on
circuit 23 for one phase of the embodiment shown in FrG.
2 - The conflguration of other parts is the same as in
the first and second embodiments.
t 0035 l
rn the example of FrG. 3, the contactor 14 is closed,
and the contactor 13 is opened under the overhead contact
l-ine, that is, in the electrified route. The overhead
contact line serves as a power supply, and the
2t
semiconductor el-ements constituting the power conversion
circuit 27 for power supply are appropriately switched to
convert the single-phase alternatlng current to a direct
current to obtain a DC voltage. The conversion circuit 4
for drivinq electric motor dri_ves the main el_ectri-c motor
tr
t00361
on the other hand, the contactor 74 is opened, and
the contactor 13 is closed i-n a route without the
overhead contact line, that is, in the non-electrifled
route. An off command is provided to the semiconductor
elements constituting the power conversion circuit 2l for
poh,er supply. The diodes constituting the power
conversion cj-rcuits 21 for power supply and the rectifier
circuit constituted by the power conversion circuj-t 24
rectify the three-phase AC output of the power generation
unit 5 to a direct current.
t 0037 l
As a result, in the non-e]ectrified route, the power
conversion circult 27 for power supply and the power
conversion circuit 24 as a diode rectifier circuit can
obtain a direct current from the three-phase AC output of
the power generation unit 6. compared to FrG. 2, further
downsizlng and lightening of the devices can be expected
1n the example of FfG. 3.
t 0038 l
22
rn the second and third embodiments shown in F]GS. 2
and 3, the current capacity of the semi_conductor el_ements
constituting the power conversion circuit 27 for power
supply is designed according to the larger one of the
maximum power when the power supply is obtained from the
overhead contact line and the maxi-mum power when the
power supply is obtalned from the power generation unit 6
The current capacity of the semiconductor el-ements
constituting the power conversion circuit 23 for power
supply and the diodes constituting the power conversion
circuit 24 is designated according to the maximum power
when the power supply i-s obtained from the power
generation unit 6.
t003el
rf the maximum power when power i_s obtained from the
on-board power generation unit 6 is smal]er than the
maximum power when power 1s obtained from the overhead
contact line, the current capacity of the semiconductor
elements constituting the power conversion circuit 23 for
power supply or the diodes constituting the power
conversion circuit 24 and the cooling capacity of the
cooling device can be smal]er than those of the power
conversion circuit 27 for power supply. Eurther
downsiz:-ng and lightening can be expected.
t00401
-23
Although only the smoothing capacj_tor 3 is
illustrated on the DC side of the power conversion
circuits (21, 22, 23, 24, and 4) in the embodiments
described in FrGS. 1 to 3, the advantageous effects of
the present invention are not affected even if a flrter
circuit that removes rectiflcation ripples associated
with the rectification of the AC power supply is
connected. obviously, the advantageous effects of the
present invention can be attained even if an auxiliary
power supply APS that supplles power to on-board
el-ectrlcal apparatuses (for example, a lighting apparatus
and an air conditioner) is connected to the smoothi_ng
capacitor 3, wlth the smoothing capacitor 3 servi-ng as a
voltage source. The advantageous effects of the present
invention are not affected regardless of whether the
contactors (12,13, and 14) in the examples of FIGS. 1 to
3 are contact types (conducti-on state is switched by on
and off commands) or semiconductor types..
t00411
The second and third embodiments shown in FrGS. 2
and 3 illustrate examples in which the main transformer
11 lncludes one l-ow-vol-tage wire for driving system.
However, two or more Iow-voltage wires may be provi_ded to
supply power to two or more driving systems.
100421
24
The power generation unit 6 including the englne and
the power generator and the overhead contact l_ine are
illustrated as examples of a plurality of power supplies
in the embodiments. However, the power supplies are not
l-imited to these. Another power supply that generates AC
power can replace the power supplies, oL another power
supply that generates AC power can be additionally
connected. rn that case, if the other power supply is a
three-phase AC power supply, the power supply is
connected to the power conversion circuit, like the power
generation unit 6 in the embodiments. rf the other power
supply is a single-phase AC power supply, the power
supply is connected to the power conversion circuit, like
the maln transformer 11 1n the embodiments.
t00431
A pJ-urality of rail-road-vehicl-es mounted with the
driving systems described in the embodiments descrlbed
above can be connected to form a mu]ti--car train mounted
with a plurality of driving systems. A railroad-vehicre
mounted with one driving system described in the
embodiments and a rai-lroad-vehicl-e not mounted with the
drivlng system can also be connected to form a mul_ti-car
train mounted with one driving system.
t00441
IFourth Embodiment]
-25
An embodiment of applying the drlving system
described in the first to third embodiments to a mufti_
car train in which a plurality of vehicles are connected
will be described with reference to FrGS. 7, g, and g.
[004s]
fn FrG- J, five vehicr-es 1 to 5 form a multi-car
train. Each of the vehicles 2, 3, and 4 is mounted with
the power generation unit 6 constituted by the engine and
the power generator, the converters constituted by the
power conversion circuits 27 and 22 for power supply, the
main electric motor 5, the conversion circuit 4 for
driving electric motor, and the contactors 12 and 13.
when the contactor 12 is connected, the converters
convert the single-phase AC power supplied from the main
transformer 11 to DC power to supply the DC power to the
conversion circuit 4 for driving el_ectric motor. The
converters mounted on the vehicle 2 are connected,
through the contactor 12, to two wi-res on the r-ow
pressure side of the main transformer 11 mounted on the
vehicle 1. The converters mounted on the vehicl_es 3 and
are connected, through the contactor 12, to two wires
on the ]ow pressure side of the main transformer 11
mounted on the vehicle 5.
t00461
As described in the first embodiment, FIG. 1
illustrates an example in which one driving system 1s
26
connected to two wires on the J-ow pressure side of the
main transformer ll, and the converters constituted by
the power conversion circuits 2l and 22 for power supply
are mounted. However, when one drlving system is
connected to one wire on the ]ow pressure side of the
main transformer 7!, the converters can be constituted by
the power conversion circuit 2t for power supply and the
one phase 23 of the power conversion circui-t for power
supply as in the second embodiment, or the converters can
be constituted by the power conversion circuit 2t for
power supply and the power conversion circuit 24 made of
diodes as in the third embodiment.
t00471
The vehicles 1 and 5 are mounted with the power
col]ector l, the main transformer 11, and the auxiliary
power supply APS. The auxiliary power supplies ApS,
connected to the DC sides of a plurality of converters
mounted on a plurality of driving vehicles, convert the
DC power supplied from the converters to AC power at a
commercial frequency or to DC power at a lower pressure
than the DC power of the main circuit and suppty the
power to auxiliary apparatuses, such as lighting
apparatuses and air conditioners, mounted on the vehicles
1 to 5 of the mul-ti-car train. The auxiliary power
supply APS includes se]ection means that can sel-ect a
connection point to all-ow connection with one of the DC
27
sides of the plurality of converters, and even if there
is an abnormal-ity in part of the converters, the DC power
can be supplied from the other converters.
t00481
FIG. 8 shows a conflguration in which a vehicle
wlthout any of the power generation units, the converters,
the inverters, the e1ectric motors, and the main
transformers i-s added as a vehi-cl_e 3 to the multi_-car
train shown in FIG. 1. In this wdy, one or more nondriving
vehicles can be appropriately added accordi-ng to
the necessary traf f ic vol_ume.
l004el
In FIG. 9, a multi-car traj-n includes eight vehicl_es
1to 8. Each of the vehicl-es 2,3, 6, and T is mounted
with the power generation unit 6 constit.uted by the
engine and the power generator, the converters
constltuted by the power conversion circuits 2L and 22
for power supply, the maln e1ectric motor 5, and the
conversion circuit 4 for driving electric motor. The
converters convert the AC power supplied from the main
transformer 11 or the power generation unit 6 to DC power
to supply the DC power to the conversj_on circuit 4 for
driving electric motor. The converters mounted on the
vehicl-es 2 and 3 are connected to two wires on the low
pressure side of the main transformer 11 mounted on the
vehicle L, and the converters mounted on the vehicles 6
-28
and 7 are connected to two wires on the low pressure side
of the main transformer 11 mounted on the vehicle B.
t 00s0 l
As described in the first embodiment, FIG. 9
illustrates an example in which one driving system i_s
connected to two wires on the 1ow pressure side of the
main transformer 17, and the converters constituted by
the power conversi-on ci-rcuits 2l and, 22 for power supply
are mounted. However, when one driving system 1s
connected to one wi-re on the 1ow pressure slde of the
main transformer 17, the converters can be constituted by
the power conversion circuit 2l for power supply and the
one phase 23 of the power conversion circuit for power
supply as in the second embodiment, or the converters can
be constltuted by the power conversion circuit 2l for
power supply and the power conversion circuit 24 made of
diodes as in the third embodiment.
t00s1l
The power col_l_ector 7, the main transformer lL, and
the auxiliary power supply ApS are mounted on the
vehicles 1 and I at both ends, and the auxi-l-iary power
supply APS is mounted on the vehicle 5. The vehicl-e 4 is
a vehicle without the auxiliary power supply ApS, the
main transformer ll, the power generation unit, the
electrlc motor, and the like. The auxiliary power
supplies APS mounted on the vehic1es l, 5, and g are
29
connected to the DC sides of a plurality of converters
mounted on a plurality of driving vehicfes. The
auxiliary power supplies ApS convert the DC power
supplied from the converters to AC power at a commercial
frequency or to DC power at a lower pressure than the DC
power of the main circuit and suppJ_y the power to
auxil-iary apparatuses, such as l-ighting apparatuses and
air conditioners, mounted on the vehi-cles 1t.o B of the
mu]ti-car train. The auxll-iary power supply ApS includes
selection means that can serect a connection point to
a1low connection with one of the DC sides of the
plurality of converters, and even if there is an
abnormality in part of the converters, the DC power can
be supplied from the other converters.
t 00s2 l
FrG- 10 i-s an example of removing the vehicle 5 as a
non-driving vehicle mounted with the auxlliary power
supply APS from the mul-ti-car train shown in FrG. 9 to
form a seven-car train. rn this wdy, the total number of
vehicl-es, the number of auxil-iary power supplies Aps, and
the number of vehlcles and driving vehicles mounted with
the el-ectric motors can be appropriately adjusted
according to the necessary traffic vol-ume or the power
and driving force of the auxiliary power supply.
t 00s3 l
30
rn FrG. ll, a multi-car train inc]udes five vehicl_es
I to 5 - The center vehicl-es 2, 3, and 4 are mounted with
the power generation units, the converters, the j_nverters,
and the electrlc motors, and the vehicles 1 and 5 at both
ends are not mounted with the el-ectric motors and the
l-i-ke. Each of the vehicles 2, 3, and 4 is mounted with
the power generation unit 6 constituted by the engine and
the power generator, the converters constltuted by the
power conversion ci-rcuits 27 and, 22 for power supply, the
main electric motor 5, and the conversion circuit 4 for
driving efectric motor, and the converters convert the AC
power supplied from the main transformer to DC power to
supply the DC power to the conversion circult 4 for
driving el-ectric motor. The converters mounted on the
vehicl-es 2, 3, and 4 are connected to two wi-res on the
1ow pressure side of the main transformer 11 mounted on
the vehicl-e 5.
t 00s4 l
As described in the first embodiment, FIG. 11
illustrates an example in which one driving system is
connected to two wires on the 1ow pressure side of the
main transformer 11, and the converters constituted by
the power conversion circuits 2l and, 22 for power supply
are mounted. However, when one driving system is
connected to one wire on the 1ow pressure side of the
maln transformer ll, the converters can be constituted by
31
the power conversion circuit 2l for power supply and the
one phase 23 of the power conversion clrcuit for power
supply as i-n the second embodiment, or the converters can
be constituted by the power conversion clrcuit 2t for
power supply and the power conversion circuit 24 made of
diodes as i-n the third embodiment.
i00ssl
The power col]ector l, the main transformer ll, and
the auxiliary power supply ApS are mounted on the vehicle
5. The main transformer 11 includes six wires on the low
pressure side to supply power to the converters mounted
on the vehicles 2, 3, and 4, and two wires are connected
to each converter. The power coll_ector 1 and the
auxil-iary power supply APS are mounted on the vehicl-e l,
and the power col-lector of the vehicle 1 is connected to
the maj-n transformer of the vehicl-e 5 through an el_ectric
wire. The auxiliary power supplies Aps mounted on the
vehicles 1 and 5 are connected to the DC sldes of a
plurality of converters mounted on a plurality of driving
vehicles. The auxil-iary power suppries Aps convert the
DC power supplled from the converters to AC power at a
commercial frequency or to DC power at a l_ower pressure
than the DC power of the maj-n circuit and supply the
power to auxiliary apparatuses, such as llghting
apparatuses and air conditioners, mounted on the vehicles
1 to 5 of the mul-tl-car train. The auxiliary power
32
suppl-y APS includes sefection means that can select a
connectj-on point to alfow connection with one of the DC
sides of the p1ura11ty of converters, and even if there
is an abnormality in part of the converters, the DC power
can be supplied from the other converters.
t00s6l
Although ErG. 11 illustrates an example in which the
devices constituting the driving system for generating
driving force are dispersed and arranged on the vehlcles
2 to 5, one or more non-driving vehicles not mounted with
the devices consti-tuting the driving system (power
generation uni-ts, converters, inverters, electric motors,
transformers, and power collectors) can be appropriateJ_y
added according to the necessary traffic vol-ume.
[ 00s7 ]
FrGS. 7 to 11 have il-lustrated examples in which the
devices constituting the driving system are dispersed and
arranged on a plurality of vehicles. However, when the
present inventi-on is applied to a multi-car train in
which the required maximum drive output is not large
because the train is operated at a relatively Iow speed,
the weight of the driving system is not Iarge. Therefore,
the devices constituting the drj-ving systems (pantograph,
mai-n transformer, power generation unit, converter,
inverter, and electric motor) can be concentrated and
mounted on one vehic]e as shown in FrG. t2. when the
-33
allowabl-e vehicle weight is large in the track because
the track has resistance to damage, the devices
constltuting the driving system can be similarly
concentrated and mounted on one vehi-cl_e. rn this way,
when the devices constituting the driving system are
concentrated and mounted on one vehicle, there is an
advantage that the number of el_ectrical_ wires between the
devices constituting the driving system can be reduced.
t 00sB l
A locomotive is provided with a large number of
apparatuses to obtain drlving force for driving a multicar
train, and the weight of the locomotive is usually
several times higher than the weight of a passenger car
constituting the train. Eor example, compared to a
power-dispersed train, such as a Shinkansen train
travelling in Japan, in which a driving device and other
functions necessary for the train are dispersed, the
locomotive has a problem that the track is signiflcantly
damaged by a heavy axle or has a problem that there i_s a
l-imit to speeding up the train because a large-capacity
brake device is necessary for a vehicre with concentrated
weight. Therefore, it is desirabl_e to disperse the
apparatuses constituting the drlving system, such as the
power generation unit, the converter, the conversion
circuit 4 for driving electri-c motor, and the el_ectric
34
motor, to a p]urality of vehicles as described in FrGs
to 11.
t00sel
However, when the apparatuses are dispersed and
arranged on a plurality of vehi-cIes, converters that
convert AC power generated by the power generation units
to DC power are necessary, and the number of converters
increases. There are problems of an increase in the
weight of the driving system, an increase in the cost,
and complication of the maintenance. Thereforer ds
described 1n the present embodiment, the driving systems
described in the flrst to third embodiments can be used
in the multi-car trai-n in which the apparatuses are
dispersed and arranged on a plurality of driving vehicres.
This can reduce an increase in the number of converters
and can prevent the problems of an i_ncrease in the weight
of the driving system, an increase in the cost, and
complication of the malntenance.
t00601
Accordi-ng to the present embodiment, the number of
converters can be reduced. Therefore, the power
generation unit 6, the converters, the conversion circuit
4 for driving efectric motor, and the main electric motor
5 necessary for the drive can be mounted on one vehicle,
and the number of electric wires for supplying drive
power across the vehicles can be reduced. other
35
apparatuses, such as the main transformer 11 and the
auxlliary power supply ApS, can be mounted on other
vehicles to prevent an increase in the weight of a
specific vehlcle caused by unbalanced weight between
vehicles, and damage to the track can be reduced.
Reference Signs List
t 0061 l
1 Power collector
3 DC filter capacitor
4 Conversion circuit for driving electric motor
(Inverter circuit for driving motor)
5 Main electric motor
6 Power generation unit
11 Main transformer
L2, 13, 74 Contactor
21, 22 Power conversion circuit for power supply
23 One phase of power conversion circuit for power
supply
24 Power conversion circult made of diodes
6l power conversion ci_rcuit for three-phase power
supply
227, 222 One phase of conversion circuit
constituting power conversion circuit 22 for power supply
36
CLATMS
lClaim 1l
A driving system comprising:
a first power conversion device that converts AC
power to DC power; and
a second power conversion device that drives an
el-ectric motor by uslng the DC power converted by the
first power conversion devi-ce as a power supply, wherein
the first power conversion device is connected to a
pIura11ty AC power supplies,
the driving system further comprlses switching means,
connected between the prurality of AC power supplies and
the first power conversion device, for connecting part of
the plurality of AC power supplies to irre first power
conversion device, and
the first power conversion device performs a power
conversion operation according to the AC power supply
connected by the switching means.
[C]-aim 2l
The driving system according to cr-alm r, wherein
the plurality of AC power supplies comprise a
plurality of AC power supplies that supply AC power with
dlfferent numbers of phases, and
the first power conversion devj_ce performs an
operati-on of converting AC power supplled by the AC power
31
supply connected by the switching means to DC power
according to the number of phases of the AC power.
IClaim 3 ]
The driving system according to claim 2, further
comprising:
a pantograph that coll-ects single-phase AC power
from an overhead contact fine connected to a single-phase
AC power supply;
a main transformer that steps down the coll_ected
single-phase AC power; and
a power generation unit that comprises an engi_ne and
a t.hree-phase AC power generator to output three-phase AC
power, wherein
the switching means connects an AC side of the first
power conversion device to one of a wire on a low
pressure side of the main transformer and an output of
the power generation unit and opens the other.
IC1aim 4 ]
The drlving system for railroad-vehlcre according to
claim 3, wherein
a plurality of wires are arranged on the low
pressure side of the main transformer,
the fi-rst power conversion devi-ce comprises power
conversion circuits for four phases comprising two
connectors connected in series, the connectors comprising
semiconductor elements and diodes with sel_f-extinction
38
capabll-ity connected in antiparall-el_, two phases of the
power conversion circuits being connected to one of the
wires through the switching means, the other two phases
of the power conversion circuits being connected to the
other wires through the switching means,
the switchi-ng means connects two wires on the low
pressure side of the main transformer to the power
conversion circuits for four phases to supply slnglephase
AC power to the first power conversion device when
a vehicl_e travels on an overhead contact line
install-ation route, and
the switching means connects a three-phase AC output
of the power generatlon unit to the power conversion
circuits for three phases to supply three-phase AC power
output from the power generation unit to the first power
conversi-on device when the vehicre travels on a route
without an overhead contact line or on an overhead
contact line route in an abnormal_ state.
IC1aim 5]
The driving system for rail-road-vehicre according to
claim 4, wherein
when the vehicre travels on a route without an
overhead contact line or on an overhead contact line
route in an abnormal state, the switching means operates
the semiconductor el-ements constituting the power
conversion circuits for three phases connected to the
- 39
power generation unit to convert input three-phase AC
power to DC power and maintains a non-conductive state of
the semj-conductor efement constituting the power
conversion circult for the remaining one phase.
lClaim 6l
The driving system for railroad-vehlcle according to
claim 4, wherein
when the vehicle travels on a route without an
overhead contact l1ne or on an overhead contact l_ine
route in an abnormaf state, the switching means supplies
three-phase AC power to the power conversion circuits for
three phases connected to the power generatlon unlt, all
of the semiconductor elements constituting the first
power conversion devi-ce are maintained in the nonconductive
state, and the diodes connected in
antiparallel to the semiconductor elements rectify the
three-phase AC power output from the power generation
unit to obtain DC power.
IClaim 7 ]
The driving system for railroad-vehicl-e accordlng to
cIai-m 3, wherein
the first power conversion device compri-ses power
conversion circuits for three phases comprising two
connectors connected in series, the connectors comprisi_ng
semiconductor e]ements and di-odes with sel_f-exti-nction
capability connected in antlparallel, two phases of the
40
power conversi-on circuits are connected to the wires
through the switching means,
the switching means connects the wires on the low
pressure side of the main transformer to the power
converslon ci-rcuits for two phases to supply single-phase
AC power to the first power conversion device when the
vehic]e travels on an overhead contact l-ine installation
route, and
the switching means connects the three-phase AC
output of the power generation unit to the power
conversion circuits for three phases to supply threephase
AC power output from the power generation unit to
the first power conversion device when the vehicle
travels on a route without an overhead contact rine or on
an overhead contact ]ine route in an abnormal- state.
lClaim 8l
The driving system for railroad-vehicl-e according to
claim 7, wherein
when the vehicl-e travers on an overhead contact l_ine
instal-l-ation route, the semiconductor element
constituting the power conversion circuit for one phase
not connected to the wires through the switchlng means
among the three phases of the power conversion circuits
is malntained in the non-conductive state.
IClaim 9]
-41
The driving system for rallroad-vehicle according to
claim 7 or 8, wherein
the power conversion circuits for two phases
connectable to the wires of the main transformer and to
the power generation unit through the switching means
have a current capacity according to a larger one of
maxi-mum power supplied from the main transformer and
maximum power supplied from the power generation unit.
IClaim 10]
The drivi-ng system for railroad-vehlcre according to
any of claj-ms 7 to 9, where j-n
the power conversion circuit for one phase not
connected to the wires of the maln transformer and
connectable to the power generation unlt through the
swi-tching means has a current capacity according to the
maxj-mum power of the power generation unit.
IClaim 11]
The driving system for railroad-vehicl_e according to
claim 3, wherein
the first power conversion device comprises: power
conversion circuits for two phases comprising two
connectors connected in series, the connectors comprising
semiconductor elements and diodes wlth self-exti_nction
capability connected in antiparall_e]; and a rectifler
circuit for one phase comprislng two diodes connected in
series,
42
two phases of the power conversion circuits are
connected to the wires through the switching means,
the switching means connects the wires on the l-ow
pressure side of the main transformer to the power
conversion circuits for two phases to supply single-phase
AC power to the first power conversion device when the
vehicle travels on an overhead contact line install_ation
route, and
the switching means connects the three-phase AC
output of the power generation unit to the power
conversion circuits for two phases and to the rectifier
cj-rcuit for one phase to supply three-phase AC power
output from the power generation unlt to the first power
conversi-on device when the vehicle travels on a route
without an overhead contact line or on an overhead
contact l-i-ne route in an abnormal state.
ICIaim 12 ]
The driving system for railroad-vehicle accordi_ng to
claim 77, wherein
when the vehicle travels on a route without an
overhead contact li-ne or on an overhead contact l-ine
route in an abnormal state, the switching means supplies
three-phase AC power to the power conversion circuits for
two phases connected to the power generation unit and
supplies three-phase AC power to the rectifier circuit
for one phase, all- of the semiconductor el_ements
43
constltuting the power conversion circuits for two phases
are maintained in the non-conductive state, and the
diodes connected in antiparal-l-e1 to the semiconductor
elements and the rectlfier circult for one phase rectify
the three-phase AC power output from the power generation
unit to obtain DC power.
IClaim 13 ]
The driving system for rail-road-vehlcle according to
cl-alm 11 or 72, wherej-n
the power conversj_on circuits for two phases
connectabl-e to the wires of the main transformer and to
the power generation unit through the switching means
have a current capaclty according to a larger one of
maximum power supplied from the main transformer and
maximum power supplied from the power generation unit.
IC1aim 14 ]
The driving system for railroad-vehicl-e according to
any of c1aims 11 to !3, wherein
the rectifier clrcuit for one phase not connected to
the wires of the main transformer and connectabl-e to the
power generation unit through the switching means has a
current capacity accordj-ng to the maximum power of the
power generation unit.
IC]aim 15 ]
The driving system according to any of claims 1 to
!4, wherein
44
an auxiliary power supply that supplies power to an
on-board electrlcal apparatus is connected to a DC si-de
of the first power conversion device, and DC power is
supplied to the auxifiary power supply.
IClaim 16]
A railroad-vehicle mounted with the drlving system
according to any of claims 1 to 15.
IClaim 17 ]
A mul-ti-car train formed by connecting a plurality
of rail-road-vehicles mounted with the driving system
accordlng to any of c1alms 1 to 15.
IClaim 18 ]
A mult1-car train formed by connectj-ng a railroadvehicl-
e mounted with the driving system according to any
of claims 1 to 15 and a rail-road-vehicl-e not mounted with
the driving system.
IClaim 19]
A multi-car train comprising the driving system
according to any of claims 1 to 15 across a plurarity of
rail-road-vehicles and formed by connecting the plurality
of railroad-vehlcles.
lClaim 201
The multi-car train according to claim 19, wherein
the multi-car train is formed by connecting the
plurality of rail-road-vehicles mounted with the driving
45
system and a rairroad-vehicre not mounted wi_th the
drlving system.
lClaim 211
A multi-car train comprising the drivlng system
according to any of claims 3 to 14 and formed by
connecting a plurality of rair-road-vehicles, the multicar
train formed by connecting:
a first rair-road-vehicr-e comprising the pantograph
and the main transformer; and
a second railroad-vehicle comprising the power
generation unit, the first power conversion device, the
el-ectric motor, and the second power conversion device.
lClaim 22)
The multi-car train accordlng to claim 21,
comprising:
at l_east one or more first railroad_vehicles,. and
at least two or more second rairroad-vehicles.
IC1aim 23 ]
The multi-car train according to cr-aim 21 or 22,
further comprising,
in additlon to the flrst rairroad-vehicles and the
second ralfroad-vehicles, a third railroad-vehicle not
mounted with any of the pantograph, the main transformer,
the power generation unit, the first power conversion
device, the el_ectrlc motor, and the second power
conversion device, wherein
-46
the mur-ti-car train is formed by connecting the
first railroad-vehicres, the second rair_road-vehi-cres,
and the third railroad-vehicle.
lCl-aim 24l
The mul-ti--car train according to craim 17 or 22,
wherein
the first rairroad-vehicre comprises an auxiliary
power supply that is connected to a DC section of the
plurality of flrst power conversion devi_ces mounted on
the second rail-road-vehicle and that supplies power to an
electrical apparatus mounted on a vehicl_e, and
the auxiliary power suppry comprises selection means
that can select a connection polnt from the plurality of
first power conversion devices.