WO2025041285A1 - 鉄道車両システム - Google Patents

鉄道車両システム Download PDF

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Publication number
WO2025041285A1
WO2025041285A1 PCT/JP2023/030236 JP2023030236W WO2025041285A1 WO 2025041285 A1 WO2025041285 A1 WO 2025041285A1 JP 2023030236 W JP2023030236 W JP 2023030236W WO 2025041285 A1 WO2025041285 A1 WO 2025041285A1
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WO
WIPO (PCT)
Prior art keywords
motor
motors
regenerative braking
railway vehicle
bogie
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2023/030236
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English (en)
French (fr)
Japanese (ja)
Inventor
俊明 竹岡
毅 田中
陽一 福田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
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Mitsubishi Electric Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Priority to PCT/JP2023/030236 priority Critical patent/WO2025041285A1/ja
Priority to CN202380101550.XA priority patent/CN121712664A/zh
Priority to JP2025541232A priority patent/JP7781349B2/ja
Publication of WO2025041285A1 publication Critical patent/WO2025041285A1/ja
Anticipated expiration legal-status Critical
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed

Definitions

  • This disclosure relates to a railway vehicle system that runs on power supplied from overhead lines.
  • a railway vehicle system is organized with at least one driving car.
  • the driving car has multiple AC motors mounted on a bogie and at least one power conversion device that drives the multiple AC motors collectively or individually.
  • one driving car has two bogies, and two AC motors are mounted on each bogie.
  • As the AC motors, induction motors, synchronous motors, etc. are used.
  • the four AC motors of the two bogies are individually connected to one power conversion device, or are connected in parallel to one power conversion device on a bogie or vehicle basis, and provide driving force to the railway vehicle system.
  • the multiple AC motors mounted on one or more driving cars are basically all of the same structure and all of them are designed with the same specifications.
  • the one or more driving cars generate driving torque in all AC motors during power running, and generate braking torque in all AC motors during regenerative braking.
  • the regenerative power obtained during regenerative braking is supplied through overhead lines so that other railway vehicle systems can use it as traction power, thus saving energy between multiple railway vehicle systems.
  • Patent Document 1 discloses a driving force control device for an electric vehicle that can maximize the realization of the target vehicle motion while appropriately maintaining the driving state of each electric motor.
  • the technology described in Patent Document 1 discloses a technology that, when it is determined that there is a mixture of electric motors performing power running and electric motors performing regeneration, adjusts the distribution of driving force to each electric motor by aligning the positive and negative signs of the driving force command values for each electric motor.
  • This technology was developed in consideration of the fact that in a case where there is a mixture of electric motors performing power running and electric motors performing regeneration, if the starting voltage required during power running differs from the regenerative voltage generated during regeneration when regenerative power is used to drive another electric motor, the efficiency of the electric motor may drop significantly, making it impossible to generate the desired torque, or it may become difficult to recover power from the electric motor performing regeneration to the battery.
  • the present disclosure has been made in consideration of the above, and aims to provide a railway vehicle system that can ensure sufficient braking torque from an AC motor even when the railway vehicle is traveling at high speeds ranging from maximum speed to intermediate speeds.
  • the railway vehicle system includes first and second bogies, first and second AC motors mounted on the first bogie, third and fourth AC motors mounted on the second bogie, and a power conversion device that controls the operation of the first to fourth AC motors.
  • first and second bogies first and second AC motors mounted on the first bogie
  • third and fourth AC motors mounted on the second bogie
  • a power conversion device that controls the operation of the first to fourth AC motors.
  • two of the first to fourth AC motors always operate as AC motors for power running, and the other two, which do not operate as AC motors for power running, always operate as AC motors for regenerative braking.
  • the railway vehicle system disclosed herein has the advantage that it is possible to build a system that does not rely on air brake force, since sufficient brake torque can be ensured by the AC motor even at high speeds ranging from the maximum speed at which the railway vehicle travels to intermediate speeds.
  • FIG. 1 is a diagram showing a configuration example of a railway vehicle system according to a first embodiment
  • FIG. 1 is a diagram showing a configuration example of a power conversion device according to a first embodiment
  • FIG. 3 is a diagram showing a configuration example of a power conversion device according to the first embodiment, which is different from that shown in FIG.
  • FIG. 1 is a diagram for explaining the design concept of a railway vehicle system according to a first embodiment.
  • FIG. 2 is a diagram for explaining a control curve used by a control unit of the railway vehicle system according to the first embodiment;
  • FIG. 1 is a block diagram showing an example of a hardware configuration for implementing the functions of a control unit according to a first embodiment.
  • FIG. 1 is a diagram showing a configuration example of a railway vehicle system according to a first embodiment
  • FIG. 1 is a diagram showing a configuration example of a power conversion device according to a first embodiment
  • FIG. 3 is a diagram showing a configuration example of a power conversion device according to the
  • FIG. 11 is a block diagram showing another example of a hardware configuration for implementing the functions of the control unit in the first embodiment.
  • FIG. 13 is a diagram showing a configuration example of a railway vehicle system according to a second embodiment;
  • FIG. 13 is a diagram showing a configuration example of a railway vehicle system according to a third embodiment.
  • FIG. 13 is a diagram showing a configuration example of a railway vehicle system according to a fourth embodiment.
  • Fig. 1 is a diagram showing a configuration example of a railway vehicle system 100 according to embodiment 1.
  • Fig. 1 shows an example in which the railway vehicle system 100 is made up of two driving cars 1, 1a.
  • Fig. 1 does not show other types of cars such as a command car and a trailer car.
  • the driving car 1 is equipped with two bogies 2a, 2b and a power conversion device 9.
  • Two AC motors 4a, 4b are mounted on the bogie 2a.
  • the AC motors 4a, 4b are AC motors that always operate as AC motors for powering, and are indicated as "PM (Powering Motor)" in FIG. 1.
  • PM Powering Motor
  • always operating as an AC motor for powering means that it is intended to function as an AC motor for powering, and is not intended to exclude the temporary inclusion of an operation that generates a regenerative brake torque during the operation process.
  • the AC motors 4a and 4b are designed as AC motors dedicated to power control.
  • the AC motor 4a is connected to a gear 5 via a drive shaft 20, and the wheels 3 of the driving car 1 are connected to the gear 5 via an axle 22.
  • the driving torque of the AC motor 4a is transmitted to the gear 5 via the drive shaft 20.
  • the driving torque transmitted to the gear 5 is transmitted to the wheels 3 via the axle 22, and the wheels 3 are driven to rotate.
  • the AC motor 4b is connected in the same manner as the AC motor 4a to a drive shaft different from the drive shaft 20 to which the AC motor 4a is connected.
  • AC motors 7a, 7b are mounted on bogie 2b.
  • AC motors 7a, 7b are AC motors that always operate as AC motors for regenerative braking, and are indicated as "BM (Braking Motor)" in FIG. 1.
  • BM Brainking Motor
  • always operating as an AC motor for regenerative braking means that it is intended to function as an AC motor for regenerative braking, and is not intended to exclude the temporary inclusion of an operation that generates powering torque during the operation process.
  • AC motors 7a and 7b are designed as AC motors dedicated to regenerative brake control.
  • AC motor 7a is connected to gear 8 via drive shaft 20, and wheels 3 of driving car 1 are connected to gear 8 via axle 22.
  • Brake torque of AC motor 7a is transmitted to gear 8 via drive shaft 20.
  • Brake torque transmitted to gear 8 is transmitted to wheels 3 via axle 22, and braking force is applied to wheels 3.
  • AC motor 7b is connected in the same manner as AC motor 7a to a drive shaft different from drive shaft 20 to which AC motor 7a is connected.
  • one of the two bogies in the first embodiment, bogies 2a and 2b may be referred to as the "first bogie” and the other as the “second bogie.”
  • the four AC motors in the first embodiment, AC motors 4a, 4b, 7a, and 7b may be referred to as the "first AC motor,” “second AC motor,” “third AC motor,” and “fourth AC motor,” respectively.
  • gear 5 may be referred to as the “first gear”
  • gear 8 may be referred to as the "second gear.”
  • FIG. 1 when the direction of the arrow is the traveling direction of the railway vehicle system 100, AC motors 4a, 4b and AC motors 7a, 7b are arranged so that driving car 1a is symmetrical to driving car 1 with respect to the traveling direction. If there are driving cars other than driving cars 1, 1a, the driving cars are arranged between driving cars 1 and 1a. That is, in FIG. 1, driving car 1 is the driving car located at the front end in the traveling direction, and driving car 1a is the driving car located at the rear end in the traveling direction. With this arrangement, even if the traveling direction of the railway vehicle system 100 is reversed from that in FIG. 1, the symmetry between driving car 1a located at the front end in the traveling direction and driving car 1 located at the rear end in the traveling direction is maintained. The reason for this arrangement will be described later.
  • FIG. 2 is a diagram showing an example of the configuration of a power conversion device 9a according to the first embodiment.
  • the power conversion device 9a includes an input circuit 15, a common inverter circuit 18, an output switch 19 that switches the output destination of the common inverter circuit 18, and a control unit 6a.
  • one end of the input side of the input circuit 15 is connected to the overhead line 24, and the other end of the input side is connected to a rail 26 which provides earth potential via a wheel 25.
  • the DC side which is the output side of the input circuit 15, is connected to a common inverter circuit 18.
  • the AC motors 4a, 4b for powering are connected to one of the output terminals of the output switch 19, and the AC motors 7a, 7b for regenerative braking are connected to the other output terminal of the output switch 19.
  • one of the AC motors 4a, 4b for powering is connected to one output terminal of the output switch 19, and the other AC motor 4b or 4a for powering is connected to one output terminal of the output switch 19 in the other power conversion device 9a.
  • one of the AC motors 7a and 7b for regenerative braking is connected to the other output terminal of the output switch 19, and the other AC motor 7b or 7a for regenerative braking is connected to the other output terminal of the output switch 19 in the other power conversion device 9a.
  • the overhead line 24 may be a DC overhead line or an AC overhead line.
  • a main transformer is provided on the input side of the input circuit 15.
  • the DC or AC power output from the overhead line 24 is supplied to the input end of the input circuit 15, and the DC power generated at the output end of the input circuit 15 is supplied to the common inverter circuit 18.
  • the regenerative power generated in the common inverter circuit 18 is supplied to the overhead line 24 side via the input circuit 15 so that other railway vehicle systems 100 can use it as driving power.
  • the control unit 6a controls the connection of the output switch 19 so that the common inverter circuit 18 and the powering AC motors 4a, 4b are electrically connected when the railway vehicle system 100 accelerates.
  • the control unit 6a also controls the connection of the output switch 19 so that the common inverter circuit 18 and the regenerative braking AC motors 7a, 7b are electrically connected when the railway vehicle system 100 decelerates.
  • the output switch 19 switches the output of the common inverter circuit 18 to the powering AC motors 4a, 4b when accelerating, and switches the output of the common inverter circuit 18 to the regenerative braking AC motors 7a, 7b when decelerating.
  • FIG. 3 is a diagram showing an example of the configuration of a power conversion device 9b according to the first embodiment, which is different from that of FIG. 2.
  • the power conversion device 9b includes an input circuit 15, an inverter circuit 16 for a power running AC motor, an inverter circuit 17 for a regenerative braking AC motor, and a control unit 6b.
  • the inverter circuit 16 for a power running AC motor is an inverter circuit dedicated to power running control
  • the inverter circuit 17 for a regenerative braking AC motor is an inverter circuit dedicated to regenerative braking control.
  • Components that are the same as or equivalent to those in FIG. 2 are given the same reference numerals. Below, differences from FIG. 2 will be explained.
  • the DC side which is the output side of the input circuit 15, is connected to the inverter circuit 16 for the powering AC motor and the inverter circuit 17 for the regenerative braking AC motor.
  • the powering AC motors 4a, 4b are connected to the inverter circuit 16 for the powering AC motor, and the regenerative braking AC motors 7a, 7b are connected to the inverter circuit 17 for the regenerative braking AC motor.
  • one powering AC motor 4a or 4b is connected to the inverter circuit 16 for the powering AC motor, and the other powering AC motor 4b or 4a is connected to the inverter circuit 16 for the powering AC motor provided in the other power conversion device 9b.
  • one regenerative braking AC motor 7a or 7b is connected to the inverter circuit 17 for the regenerative braking AC motor, and the other regenerative braking AC motor 7b or 7a is connected to the inverter circuit 17 for the regenerative braking AC motor provided in the other power conversion device 9b.
  • the DC or AC power supplied from the overhead line 24 side is supplied to the input terminal of the input circuit 15, and the DC power generated at the output terminal of the input circuit 15 is supplied to the inverter circuit 16 for the powering AC motor.
  • the regenerative power generated in the inverter circuit 17 for the regenerative braking AC motor is supplied to the overhead line 24 side via the input circuit 15 so that other railway vehicle systems 100 can use it as driving power.
  • control unit 6b controls the powering AC motors 4a, 4b using the powering AC motor inverter circuit 16, and when the railway vehicle system 100 decelerates, it controls the regenerative braking AC motors 7a, 7b using the regenerative braking AC motor inverter circuit 17.
  • Figure 4 is a diagram used to explain the design concept of the railway vehicle system 100 according to the first embodiment.
  • the lower part of Figure 4 shows a torque curve representing the design concept of embodiment 1, and the upper part of Figure 4 shows a torque curve representing the design concept of the prior art as a comparative example.
  • the left side of each figure shows a torque curve for powering torque, and the right side of each figure shows a torque curve for braking torque and air brake force.
  • the horizontal axis of each figure represents the speed of the railway vehicle, and in the torque curves for braking torque and air brake force, the positive direction of the horizontal axis represents the direction in which the speed decreases.
  • VVVF Very Voltage Variable Frequency
  • CVVF Constant Voltage Variable Frequency
  • VVVF control is performed in the low and medium speed range from zero speed to the VVVF terminal speed
  • CVVF control is performed in the high speed range from the VVVF terminal speed to maximum speed.
  • the switching speed for switching the brake torque characteristics in the regenerative brake control is set to a speed approximately equal to the VVVF terminal speed.
  • the design concepts of conventional technology had limitations in terms of miniaturizing and reducing the cost of AC motors while ensuring acceleration performance and optimizing the number of motors.
  • the four AC motors 4a, 4b, 7a, 7b are divided into AC motors 4a, 4b that always operate as AC motors for power running, and AC motors 7a, 7b that always operate as AC motors for regenerative braking.
  • AC motors 4a, 4b that always operate as AC motors for power running
  • AC motors 7a, 7b that always operate as AC motors for regenerative braking.
  • the torque characteristics of the former AC motors are equivalent to those of the prior art, as shown in the diagram on the left side of the lower part of Figure 4.
  • the hatched area is the region that depends on the air brake force, and it can be seen that the area of this region is smaller than that in the diagram on the right side of the upper part of Figure 4.
  • the reason for this is that the switching speed at which the brake torque characteristics are switched can be designed to approach the maximum speed. This makes it possible to pursue miniaturization and cost reduction of AC motors while ensuring acceleration performance and optimizing the number of motors.
  • Figure 5 is a diagram for explaining the control curves used by the control units 6a and 6b of the railway vehicle system 100 according to the first embodiment.
  • the left side of FIG. 5 shows a control curve relating to the prior art
  • the right side of FIG. 5 shows a control curve relating to embodiment 1.
  • the upper side of each figure shows a control curve relating to powering characteristics
  • the lower side of each figure shows a control curve relating to regenerative braking characteristics.
  • the horizontal axis of each figure represents the speed of the railway vehicle
  • the vertical axis of each figure represents torque, voltage, or current.
  • the solid line represents powering torque or regenerative torque
  • the dashed line represents the voltage applied to the AC motors 4, 7
  • the dashed dotted line represents the current flowing through the AC motors 4, 7.
  • the meanings of the VVVF terminal speed, maximum speed, and switching speed are as explained using FIG. 4.
  • the same control curve is used for the powering characteristics and the regenerative braking characteristics, from the viewpoint of using a single AC motor for both powering control and regenerative braking control.
  • the powering AC motor 4 and the regenerative braking AC motor 7 are used separately, so that the regenerative braking AC motor 7 can be designed separately.
  • Figure 5 shows an example in which the control curve for the powering characteristics is the same as in the conventional technology, and the control curve for the regenerative braking characteristics has a maximum switching speed. With such characteristics, there is no constant power region as in the conventional technology, and it is possible to have characteristics only in the constant torque region. As a result, even in the high-speed range, sufficient braking torque can be ensured by the regenerative braking AC motor 7.
  • the power conversion device 9b shown in Figure 3 is configured to include an inverter circuit dedicated to powering control and an inverter circuit dedicated to regenerative braking control. With this configuration, the following controls can be performed.
  • the control unit 6b controls the powering AC motors 4a, 4b to generate a powering torque, and controls the regenerative braking AC motors 7a, 7b to a free-running state.
  • the control unit 6b controls the regenerative braking AC motors 7a, 7b to generate a brake torque, and controls the powering AC motors 4a, 4b to a free-running state.
  • this control is referred to as "first control" as appropriate.
  • the operation of the power conversion device 9b under the first control will be considered.
  • the railway vehicle is a commuter train, subway, or the like
  • the railway vehicle will run in a running pattern in which it increases speed with large acceleration after departure, coasts, and then stops at a station with large deceleration when stopping.
  • one cycle consisting of station departure, powering, coasting, braking, and stopping is assumed to be a typical running pattern of a railway vehicle.
  • the effective value of the motor current flowing through the AC motor is assumed to be IM.
  • the effective value of the motor current flowing during powering is assumed to be IMP
  • the effective value of the motor current flowing during regenerative braking is assumed to be IMB.
  • the effective values of the motor current during one powering and one regenerative braking are approximately the same, and the coasting time and stopping time are assumed to be 0 (seconds) to simplify the calculation.
  • one regenerative braking AC motor bears the motor current of two AC motors during regenerative braking, but since the motor free-runs during power running, it does not bear the motor current during power running.
  • equation (5) is equal to equation (2), and it can be seen that even when the railway vehicle system 100 according to embodiment 1 is adopted, the burden on the motor current is the same as with the conventional technology. Furthermore, when the railway vehicle system 100 according to embodiment 1 is adopted, it is only necessary to change the control curve related to the regenerative braking characteristics, and there is no need to change the control curve related to the powering characteristics, so it can be said to be relatively easy to achieve.
  • the control unit 6b controls the powering AC motors 4a, 4b to generate a powering torque, controls the regenerative braking AC motors 7a, 7b not to generate torque, and controls the drive frequency of the regenerative braking AC motors 7a, 7b to match the drive frequency of the powering AC motors 4a, 4b.
  • the control unit 6b controls the regenerative braking AC motors 7a, 7b to generate a brake torque, controls the powering AC motors 4a, 4b not to generate torque, and controls the drive frequency of the powering AC motors 4a, 4b to match the drive frequency of the regenerative braking AC motors 7a, 7b.
  • this control is appropriately referred to as "second control.”
  • the regenerative braking AC motors 7a, 7b are driven in accordance with the drive frequency of the powering AC motors 4a, 4b, so that the operation of the regenerative braking AC motors 7a, 7b can be prevented from interfering with the acceleration of the railway vehicle system 100.
  • the regenerative braking AC motors 7a, 7b do not generate torque, it is possible to extremely reduce losses due to the regenerative braking AC motors 7a, 7b.
  • the powering AC motors 4a, 4b are driven in accordance with the drive frequency of the regenerative braking AC motors 7a, 7b, so that the operation of the powering AC motors 4a, 4b can be prevented from interfering with the deceleration of the railway vehicle system 100.
  • the powering AC motors 4a, 4b do not generate torque, it is possible to extremely reduce losses due to the powering AC motors 4a, 4b.
  • gears 5 to which the powering AC motor 4 is connected and the gear 8 to which the regenerative braking AC motor 7 is connected.
  • gears 5 and 8 may have different structures.
  • One of the considerations is the gear ratio of the gears 5 and 8.
  • the gear 8 to which the regenerative braking AC motor 7 is connected has a smaller gear ratio than the gear 5 to which the powering AC motor 4 is connected.
  • the gear ratio of gear 8 By making the gear ratio of gear 8 smaller than that of gear 5, the rotation speed of the regenerative braking AC motor 7 can be made lower than that of the power running AC motor 4.
  • a larger current flows through the regenerative braking AC motor 7 than through the power running AC motor 4, but by reducing the rotation speed, there is the advantage that regenerative braking characteristics can be pursued that maintain a constant torque up to high speeds, as shown in Figure 5.
  • Fig. 6 is a block diagram showing an example of a hardware configuration for realizing the functions of the control units 6a and 6b in embodiment 1.
  • Fig. 7 is a block diagram showing another example of a hardware configuration for realizing the functions of the control units 6a and 6b in embodiment 1.
  • the configuration can include a processor 300 that performs calculations, a memory 302 that stores programs read by the processor 300, and an interface 304 that inputs and outputs signals, as shown in FIG. 6.
  • Processor 300 is an example of a computing means.
  • Processor 300 may be a computing means called a microprocessor, a microcomputer, a CPU (Central Processing Unit), or a DSP (Digital Signal Processor).
  • Examples of memory 302 include non-volatile or volatile semiconductor memory such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), and EEPROM (registered trademark) (Electrically EPROM), magnetic disks, flexible disks, optical disks, compact disks, mini disks, and DVDs (Digital Versatile Discs).
  • Memory 302 stores a program that executes the functions of control units 6a and 6b in embodiment 1.
  • Processor 300 receives and transmits necessary information via interface 304, executes the program stored in memory 302, and refers to the table stored in memory 302, thereby performing the above-mentioned processing.
  • the results of calculations by processor 300 can be stored in memory 302.
  • the processing circuit 303 shown in FIG. 7 can be used.
  • the processing circuit 303 can be a single circuit, a composite circuit, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination of these.
  • Information input to the processing circuit 303 and information output from the processing circuit 303 can be exchanged via an interface 304.
  • control units 6a and 6b may be performed by the processing circuit 303, and the processing that is not performed by the processing circuit 303 may be performed by the processor 300 and memory 302.
  • the railway vehicle system includes first and second bogies, first and second AC motors mounted on the first bogie, third and fourth AC motors mounted on the second bogie, and a power conversion device that controls the operation of the first to fourth AC motors, and two of the first to fourth AC motors always operate as AC motors for power running, and the other two, which do not operate as AC motors for power running, always operate as AC motors for regenerative braking.
  • the AC motor for regenerative braking can be designed separately from the AC motor for power running, so that sufficient brake torque can be ensured by the regenerative AC motor even in the high-speed range from the maximum speed to intermediate speeds when the railway vehicle is traveling. This has the effect of enabling the construction of a railway vehicle system that does not rely on air brake force.
  • the second gear can be configured to have a smaller gear ratio than the first gear.
  • the first bogie in the driving car located at the front end in the direction of travel is the bogie located at the front end in the direction of travel
  • the first bogie in the driving car located at the rear end in the direction of travel is the bogie located at the rear end in the direction of travel.
  • the railway vehicle system of the first embodiment it is possible to construct a railway vehicle system that does not rely on air brake force, and the occurrence of wheel flats caused by skidding can be reduced. This makes it possible to extend the replacement cycle of friction materials to obtain air brake force and the work cycle of wheel rolling, thereby reducing maintenance work.
  • Fig. 8 is a diagram showing a configuration example of a railway vehicle system 100a according to the second embodiment.
  • Fig. 8 shows an example in which the railway vehicle system 100a is made up of two driving cars 1b.
  • illustration of other types of cars such as a command car and a trailer car is omitted.
  • components that are the same as or equivalent to those in Fig. 1 are given the same reference numerals, and explanations of overlapping contents will be omitted as appropriate.
  • the driving car 1b is equipped with two bogies 10a, 10b and a power conversion device 9.
  • the power conversion device 9 may be either the power conversion device 9a shown in FIG. 2 or the power conversion device 9b shown in FIG. 3.
  • the bogie 10a is equipped with one AC motor 4 for power running and one AC motor 7 for regenerative braking.
  • the bogie 10b is similar, and is equipped with one AC motor 4 for power running and one AC motor 7 for regenerative braking.
  • the power running AC motor 4 is connected to the first gear, gear 5, via the drive shaft 20, and the regenerative braking AC motor 7 is connected to the second gear, gear 8, via the drive shaft 20, as in the first embodiment.
  • the railway vehicle system 100 according to the first embodiment in order to obtain the effect of reducing the occurrence of wheel flats, the driving cars 1 and 1a had to be connected so that the bogies 2b carrying the AC motors 7 for regenerative braking were located at the center of the train formation, but the railway vehicle system 100a according to the second embodiment does not have such a restriction. Therefore, the railway vehicle system 100a according to the second embodiment has the effect of making it easier to form a train compared to the railway vehicle system 100 according to the first embodiment.
  • one of the first and second AC motors mounted on the first bogie always operates as an AC motor for power running, and the other always operates as an AC motor for regenerative braking
  • one of the third and fourth AC motors mounted on the second bogie always operates as an AC motor for power running, and the other always operates as an AC motor for regenerative braking
  • the AC motor for regenerative braking can be designed separately from the AC motor for power running. As a result, sufficient braking torque can be ensured by the AC motor for regenerative braking, making it possible to obtain the effect of constructing a railway vehicle system that does not rely on air brake force.
  • the AC motor for regenerative braking when a train is made up of multiple driving cars, can be configured to be connected to the drive shaft on the center side in the direction of travel in each of the first and second bogies, and the AC motor for powering can be configured to be connected to the drive shaft on the outside in the direction of travel in each of the first and second bogies.
  • the AC motor for powering when a train is made up of multiple driving cars, is connected to the drive shaft on the outside in the direction of travel in the bogie at the forefront in the direction of travel, making it possible to reduce the occurrence of wheel flats due to skidding, as in the first embodiment.
  • the second gear when the AC motor for power running is connected to the drive shaft via a first gear and the AC motor for regenerative braking is connected to the drive shaft via a second gear, the second gear can be configured to have a smaller gear ratio than the first gear.
  • the maximum rotation speed of the AC motor for regenerative braking can be made smaller than the maximum rotation speed of the AC motor for power running, and thus, as with the first embodiment, the effect of being able to pursue regenerative braking characteristics that maintain constant torque up to high speeds can be obtained for the AC motor for regenerative braking.
  • Fig. 9 is a diagram showing a configuration example of a railway vehicle system 100b according to the third embodiment.
  • Fig. 9 shows an example in which the railway vehicle system 100b is made up of a driving car 1c and a driving car 1d.
  • illustration of other types of cars such as a command car and a trailer car is omitted.
  • components that are the same as or equivalent to those in Fig. 1 are given the same reference numerals, and explanations of overlapping contents will be omitted as appropriate.
  • the driving car 1c includes two bogies 12a and 12b and a power conversion device 9.
  • the power conversion device 9 may be either the power conversion device 9a shown in FIG. 2 or the power conversion device 9b shown in FIG. 3.
  • Two AC motors 13 are mounted on the bogie 12a, and two AC motors 13 are also mounted on the bogie 12b. Meanwhile, the two AC motors 13 mounted on the bogie 12a are connected to the gear 5 via the drive shaft 20, and the two AC motors 13 mounted on the bogie 12b are connected to the gear 8 via the drive shaft 20.
  • These four AC motors 13 are designed as AC motors for both power running control and regenerative braking control.
  • the driving vehicle 1d also includes two bogies 10a and 10b and a power conversion device 9.
  • the power conversion device 9 may be configured as either the power conversion device 9a shown in FIG. 2 or the power conversion device 9b shown in FIG. 3.
  • railway vehicle system 100b The relationship between driving cars 1c and 1d in railway vehicle system 100b is the same as the relationship between driving cars 1 and 1a in railway vehicle system 100 of embodiment 1. That is, the two AC motors 13 that always operate as AC motors for power running are mounted on bogie 12a, which is the first bogie, and the two AC motors 13 that always operate as AC motors for regenerative braking are mounted on bogie 12b, which is the second bogie. Therefore, railway vehicle system 100b according to embodiment 3 can obtain the same effects as railway vehicle system 100 according to embodiment 1.
  • the AC motor 13 is designed as an AC motor that is used both for powering control and regenerative braking control, which makes it possible to reduce the design burden compared to the first and second embodiments.
  • the two AC motors 13 for regenerative braking are connected to gear 8, which has a smaller gear ratio than gear 5 to which the two AC motors 13 for powering are connected, and therefore has the advantage that it is easier to obtain regenerative braking characteristics that provide constant torque up to high speeds compared to the two AC motors 13 for powering.
  • the railway vehicle system 100b when the direction of the arrow is the traveling direction of the railway vehicle system 100b, the relationship in which the driving cars 1c and 1d are symmetrical with respect to the traveling direction is the same as in embodiment 1. In addition, in the configuration of FIG. 9, the relationship in which the regenerative braking AC motor 13 is disposed rearward in the traveling direction of the powering AC motor 13 is also satisfied. Therefore, the railway vehicle system 100b according to embodiment 3 can obtain the same effect as embodiment 1 in terms of reducing the occurrence of wheel flats.
  • the first and second AC motors mounted on the first bogie and always operating as AC motors for powering are connected to the drive shaft via the first gear
  • the third and fourth AC motors mounted on the first bogie and always operating as AC motors for regenerative braking are connected to the drive shaft via the second gear having a smaller gear ratio than the first gear.
  • the maximum rotation speed of the third and fourth AC motors always operating as AC motors for regenerative braking can be made lower than the maximum rotation speed of the first and second AC motors always operating as AC motors for powering.
  • sufficient brake torque can be secured by the third and fourth AC motors, making it possible to obtain the effect of constructing a railway vehicle system that does not rely on air brake force.
  • the first bogie in the driving car located at the front end in the direction of travel is the bogie located at the front end in the direction of travel
  • the first bogie in the driving car located at the rear end in the direction of travel is the bogie located at the rear end in the direction of travel.
  • Fig. 10 is a diagram showing a configuration example of a railway vehicle system 100c according to embodiment 4.
  • Fig. 10 shows an example in which the railway vehicle system 100c is made up of two driving cars 1e.
  • illustration of other types of cars such as a command car and a trailer car is omitted.
  • components that are the same as or equivalent to those in Figs. 1 and 9 are given the same reference numerals, and explanations of overlapping contents will be omitted as appropriate.
  • Each driving car 1e is equipped with two bogies 14a, 14b and a power conversion device 9.
  • the four AC motors 13 mounted on the two bogies 14a, 14b of the two driving cars 1e are AC motors used for both power running control and regenerative braking control as shown in FIG. 9.
  • the power conversion device 9 may be configured as either the power conversion device 9a shown in FIG. 2 or the power conversion device 9b shown in FIG. 3.
  • One of the two AC motors 13 mounted on the bogie 14a is an AC motor that always operates as an AC motor for power running, and the other is an AC motor that always operates as an AC motor for regenerative braking.
  • one of the two AC motors 13 mounted on the bogie 14b is an AC motor that always operates as an AC motor for power running, and the other is an AC motor that always operates as an AC motor for regenerative braking.
  • the two AC motors 13 that always operate as AC motors for powering are connected to gear 5, which is the first gear, via drive shaft 20, and the two AC motors 13 that always operate as AC motors for regenerative braking are connected to gear 8, which is the second gear, via drive shaft 20.
  • the driving cars 1e are symmetrical with respect to the traveling direction, which is the same as in the first to third embodiments.
  • the AC motor 13 that always operates as an AC motor for regenerative braking is disposed further rearward in the traveling direction than the AC motor 13 that always operates as an AC motor for powering. Therefore, the railway vehicle system 100c according to the fourth embodiment can achieve the same effect as the railway vehicle system 100 according to the first to third embodiments in terms of reducing the occurrence of wheel flats.
  • the railway vehicle system 100c according to the fourth embodiment in order to obtain the effect of reducing the occurrence of wheel flats, the driving cars 1c and 1d had to be connected so that the bogies 12b carrying the AC motors 13 that always operate as AC motors for regenerative braking were located at the center of the train formation, but the railway vehicle system 100c according to the fourth embodiment does not have such a restriction. Therefore, the railway vehicle system 100c according to the fourth embodiment has the effect of making it easier to form a train compared to the railway vehicle system 100b according to the third embodiment.
  • one of the first and second AC motors mounted on the first bogie always operates as an AC motor for powering, and the other always operates as an AC motor for regenerative braking
  • one of the third and fourth AC motors mounted on the second bogie always operates as an AC motor for powering, and the other always operates as an AC motor for regenerative braking.
  • the two AC motors that always operate as AC motors for powering are connected to the drive shaft via a first gear
  • the two AC motors that always operate as AC motors for regenerative braking are connected to the drive shaft via a second gear having a smaller gear ratio than the first gear.
  • the maximum rotation speed of the AC motor that always operates as an AC motor for regenerative braking can be suppressed to be lower than the maximum rotation speed of the AC motor that always operates as an AC motor for powering. This allows sufficient braking torque to be ensured by the AC motor that always operates as an AC motor for regenerative braking, making it possible to create a railway vehicle system that does not rely on air brake force.
  • the AC motor operating as the regenerative braking AC motor can be connected to the drive shaft on the center side in the direction of travel in each of the first and second bogies, and the AC motor operating as the powering AC motor can be connected to the drive shaft on the outside in the direction of travel in each of the first and second bogies.
  • the AC motor operating as the powering AC motor is connected to the drive shaft on the outside in the direction of travel in the frontmost bogie in the direction of travel, making it possible to reduce the occurrence of wheel flats due to skidding, as in the third embodiment.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
PCT/JP2023/030236 2023-08-23 2023-08-23 鉄道車両システム Pending WO2025041285A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PCT/JP2023/030236 WO2025041285A1 (ja) 2023-08-23 2023-08-23 鉄道車両システム
CN202380101550.XA CN121712664A (zh) 2023-08-23 2023-08-23 铁道车辆系统
JP2025541232A JP7781349B2 (ja) 2023-08-23 2023-08-23 鉄道車両システム

Applications Claiming Priority (1)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011019326A (ja) * 2009-07-08 2011-01-27 Toshiba Corp 列車制御システム
JP2013059144A (ja) * 2011-09-07 2013-03-28 Hitachi Ltd 鉄道車両の駆動システム
JP7289914B2 (ja) * 2019-06-14 2023-06-12 株式会社日立製作所 永久磁石同期電動機の駆動装置、駆動方法、および鉄道車両
JP7312322B2 (ja) * 2020-06-02 2023-07-20 三菱電機株式会社 電気車制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011019326A (ja) * 2009-07-08 2011-01-27 Toshiba Corp 列車制御システム
JP2013059144A (ja) * 2011-09-07 2013-03-28 Hitachi Ltd 鉄道車両の駆動システム
JP7289914B2 (ja) * 2019-06-14 2023-06-12 株式会社日立製作所 永久磁石同期電動機の駆動装置、駆動方法、および鉄道車両
JP7312322B2 (ja) * 2020-06-02 2023-07-20 三菱電機株式会社 電気車制御装置

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