• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    drive system, drive system for railway vehicle, and railway vehicle and multi-car train assembled with it. a system corresponding to a plurality of different energy sources (overhead contact line, engine driven energy generator, and fuel cells) is proposed as a method of using an optimal power source on an electrified route and on a route not electrified. provided are: an energy conversion circuit that includes ac input ends, the number of which corresponds to the maximum number of phases between a plurality of different ac power sources, and which converts ac energy into a direct current, and switching means to switch a connection state of the ac power sources and the power conversion circuit, where the connection state is switched according to the power sources.
    公开号:BR112013019259B1
    申请号:R112013019259-3
    申请日:2012-01-10
    公开日:2020-09-24
    发明作者:Satoru Inarida；Koji Agatsuma；Kento Mochizuki
    申请人:Hitachi, Ltd.；
    IPC主号:
    专利说明:

    [0001] [001] The present invention relates to an electric motor drive device, and particularly to a railway vehicle drive device that obtains power from a plurality of different power sources.
    [0002] [002] A railroad includes two types of routes: a route equipped with an installation that supplies power to a train from the ground through a tram wire or a third rail (hereinafter called "electrified route"); and a route without a power supply mechanism from the ground, in which the power generation means included in the train obtain power (or the driving force is obtained from a source of driving force) (hereinafter "non-electrified route" "). On the electrified route, regenerative electrical power generated during the train's braking can be consumed by another train. Therefore, energy efficiency is generally higher in the electrified system, and there is a tendency to preferentially electrify routes with a greater number of trains. Recently, a plan for electrifying non-electrified routes was developed with the background of the rising energy price.
    [0003] [003] Meanwhile, a train that can travel regardless of whether the route is electrified or non-electrified is desirable to operate the train efficiently. An example of widely used means to carry out such a train includes a system of pulling a train formation, including vehicles without electric power sources / power sources by an electric locomotive on the electrified route and pulling the train formation by a diesel locomotive including an internal combustion engine, as a driving power source on the non-electrified route.
    [0004] [004] Regardless of whether the locomotive is an electric locomotive or a diesel locomotive, a locomotive is equipped with a large number of devices, and the weight of the locomotive is usually several times the weight of a passenger car of those who make up the train . For example, compared to a train with dispersed force, such as a Shinkansen train traveling in Japan, in which a drive device and other functions necessary for the train are dispersed, the locomotive has a problem that the track is significantly damaged by a heavy axle or has a problem that there is a limit to the acceleration of the train, because a large capacity brake device is required for a vehicle with concentrated weight.
    [0005] [005] On the other hand, a train with dispersed functions needs to have the functions optimized for each of the electrified routes and for the non-electrified route, and there is a problem that the functions cannot be shared.
    [0006] [006] To solve the problems, Patent Literature 1 provides a rail vehicle drive device, and means for making a rail vehicle using the rail vehicle drive device, the device, including: power generation means based on a contact catenary voltage or a diesel engine (and fuel cells / gas cells), that is, different power sources (FIG. 1: 11, 12, 21 and 31 in Literature 1); and power converters, which convert the power obtained from the power supplies to DC voltages to change the power to DC voltages (FIG. 1: 13, 20 and 32 in Literature 1), where problems can be solved by appropriate change of power supplies and power converters according to travel routes. Citation List Patent Literature
    [0007] [007] Patent Literature 1: EP 1 186497 A1, Rail vehicle with a power supply system, ALSTOM LHBGmbH. SUMMARY OF THE INVENTION Technical problem
    [0008] [008] However, in Literature 1 described above, each power supply (overhead contact line, engine driven power generator, and fuel cells) requires an appropriate power converter (FIG. 1: 13, 25 and 32 in Literature 1) which converts the voltage from the power supply to a DC voltage (FIG. 1: 1 in Literature 1). Therefore, there are problems with an increase in weight in the formation of the train, a reduction in the degree of freedom in the formation of the train, due to the mounting space that needs to be reserved, an increase in the cost of maintenance, a reduction in reliability caused by increase in the number of components and the like. The number of devices is large, and the devices cannot be inserted into a vehicle. Therefore, the devices need to be dispersed to a plurality of vehicles and there is a problem that freedom of training is obstructed. Solution of the problem
    [0009] [009] Supplied are: a first power conversion circuit, which converts AC power to DC power; and a second power conversion circuit that drives an electric motor using the DC power converted by the first power conversion circuit as a power supply, wherein the first power conversion circuit is connected to a plurality of AC power sources. In addition, switching means are provided, connected between the plurality of AC power sources and the first power conversion circuit, for the connection of part of the plurality of AC power sources to the first power conversion circuit, and the first power conversion circuit performs a power conversion operation according to the AC power supply connected by the switching means.
    [0010] [0010] Alternatively, a plurality of AC power supplies are provided that provide AC power with a different number of phases, where a first power conversion circuit performs an AC power conversion operation provided by a connected AC power source by means of switching to DC power according to the number of phases of the AC power. Alternatively, at least AC input ends, the number of which corresponds to the number of phases of an AC power supply with the maximum number of phases between a plurality of different AC power supplies are included, and the semiconductor elements are operated according to the AC power from an AC power supply connected by a switch to convert the AC power to DC. Advantageous Effects of the Invention
    [0011] [0011] In accordance with the present invention, power conversion circuits that convert AC power supplied from a plurality of AC power sources to DC power are standardized to increase an operating rate. In this way, power conversion devices do not need to be provided for each AC power supply, and a drive system, including a plurality of different AC power supplies, can be reduced in size, reduced in weight, and simplified. In an application to multi-car rail vehicles, different AC power sources can be manipulated, and an improvement in reliability can be expected due to a reduction in the weight of the multi-car composition, a reduction in maintenance costs, and a reduction in the number of components. As the devices are reduced in size and made lighter, the degree of freedom in assembling the devices is increased, and the degree of freedom in the composition of the multi-car train is also increased. Therefore, more versatile rail vehicles can be provided. Brief Description of Drawings
    [0012] [0012] [FIG. 1] FIG. 1 is a diagram of a drive system showing an embodiment of the present invention.
    [0013] [0013] [FIG. 2] FIG. 2 is a diagram of a drive system showing an embodiment of the present invention.
    [0014] [0014] [FIG. 3] FIG. 3 is a diagram of a drive system showing an embodiment of the present invention.
    [0015] [0015] [FIG. 4] FIG. 4 is a diagram showing an example of a multi-car train configuration using a conventional technique.
    [0016] [0016] [FIG. 5] FIG. 5 is a diagram showing an example of a multi-car train configuration applying the present invention.
    [0017] [0017] [FIG. 6] FIG. 6 is a diagram of a drive system showing an example of the conventional technique.
    [0018] [0018] [FIG. 7] FIG. 7 is a diagram showing an example of a configuration when the present invention is applied to a five-car train.
    [0019] [0019] [FIG. 8] FIG. 8 is a diagram showing an example of configuration when the present invention is applied to a five-car train.
    [0020] [0020] [FIG. 9] FIG. 9 is a diagram showing an example configuration when the present invention is applied to an eight-car train.
    [0021] [0021] [FIG. 10] FIG. 10 is a diagram showing an example of configuration when the present invention is applied to a seven-car train.
    [0022] [0022] [FIG. 11] FIG. 11 is a diagram showing another example of configuration when the present invention is applied to a five-car train.
    [0023] [0023] [FIG. 12] FIG. 12 is a diagram showing another example of configuration when the present invention is applied to a five-car train. DESCRIPTION OF THE CONCRETIZATIONS
    [0024] [0024] The embodiments of the present invention will now be described with reference to the drawings. An example of a rail vehicle drive system of the present invention and an example of application to the formation of a rail vehicle will be described with reference to FIGS. 1 to 6. First Completion
    [0025] [0025] As shown in FIG. 1, a drive system of the present embodiment includes: a power collector 1 that receives single-phase AC power from a contact catenary 70 (not shown) connected to a substation, which is a single-phase AC power source; and a main transformer 11, which reduces a contact catenary voltage. Two wires are arranged on the low pressure side of the main transformer 11, and a single-phase alternating current is supplied to each of the wires. The drive system is a drive system for a rail vehicle, including a power conversion circuit 21 for power supply and a power conversion circuit 22 for power supply, each including two phases of switching circuits and converting AC power to DC power, the switching circuits formed by connecting two connectors in series to the connectors, including semiconductor elements (eg IGBT) with self-extinguishing capability and diodes connected in antiparallel. The drive system also includes: a switch 12 connected between main transformer 11 and power conversion circuits 21 and 22 for electrical supply; a filtering capacitor 3, which is connected to the DC side of the power conversion circuits 21 and 22 for power supply and which softens a DC voltage; a 4 conversion circuits for the electric drive motor which includes a combination of semiconductor elements and which drives a main electric motor 5 using the voltage at both ends of the filter capacitor 3 as a voltage source; a power generation unit 6, which includes a motor and a power generator connected to the motor and which supplies a three-phase AC power supply; connection points of the main transformer 11 and the power conversion circuits 21 and 22 for power supply (AC sides of the power conversion circuits 21 and 22 for power supply); and a switch 13 connected to a three-phase AC output of the power generation unit 6.
    [0026] [0026] In the example of FIG. 1, when the train travels under a contact catenary, that is, on an electrified route, switch 12 is closed, and switch 13 is opened. The main transformer 11 supplies single-phase AC power to the conversion circuits 21 and 22 for power supply. Therefore, the semiconductor elements that make up the power conversion circuits 21 and 22 for power supply are suitably switched to convert a single-phase alternating current into a direct current. In this way, the power conversion circuits 21 and 22 for electrical supply convert a single-phase AC voltage supplied from the contact catenary to obtain a DC voltage and the conversion circuit 4 for the electric drive motor drives the main electric motor 5 .
    [0027] [0027] On the other hand, when the train travels on a route without a contact catenary, that is, on a non-electrified route, switch 12 is opened, and switch 13 is closed. Two phases of the three-phase alternating current supplied by the power generation unit 6 are connected to the AC side of the power conversion circuit 21 for power supply, and the remaining phase is connected to the semiconductor element constituting a phase 221 of the power conversion circuits for two phases constituting the power conversion circuit 22 for power supply. The semiconductor elements constitute phase 221 of the power conversion circuit 22 for power supply and the power conversion circuits of the two phases of the power conversion circuit 21 for power supply are suitably switched to convert the three-phase alternating current into a direct current, and the output voltage of the three-phase AC power of the power generation unit 6 is converted to a DC voltage. To avoid unnecessary switching, a shutdown command is provided to the semiconductor elements that constitute phase 222 of the power conversion circuit 22 for power supply that is not connected. The advantageous effects of the present invention can be obtained by executing the command described above when the vehicle is traveling under the contact catenary (electrified route) and the contact catenary is in an abnormal state.
    [0028] [0028] For comparison, the advantageous effects obtained from the present invention will be described simply on the basis of the differences from a conventional example shown in FIG. 6. The parts with the same functions, as in FIG. 1 are designated with the same numbers, and the parts will not be described here. In the example of FIG. 6, power conversion circuits 21 and 22 are provided for power supply dedicated to the main transformer 11 and a power conversion circuit 61 for three-phase power supply dedicated to the power generation unit 6.
    [0029] [0029] On the other hand, in the present invention, switches 12 and 13, shown in FIG. 1 are connected according to a change in power supply (contact catenary or power generation unit) to standardize the semiconductor elements that make up the power conversion circuits that generate DC power. The power conversion circuits 21 and 22 for the power supply are provided with a function of a power conversion circuit for the power supply, which converts an AC alternating current output from the main transformer 11 to a DC voltage, which is the its original function, as well as a function of converting a three-phase AC voltage output from the power generation unit 6 to a DC voltage. In this way, the number of power conversion circuits can be reduced to reduce the size and make the drive system lighter.
    [0030] [0030] Advantageous effects of the multi-car train of the present invention will be described with reference to FIGS. 4 and 5. As shown in FIG. 4, in the conventional drive system, due to restrictions in the vehicle mounting spaces, as well as the volumes and weights of the devices, the main transformer 11, a power conversion device section, including the power conversion circuits 21 and 22 for power supply, the filter capacitor 3, and 4 of the power conversion circuit for driving, and the power generation unit 6 and the power conversion circuit 61, for three-phase power supply must be mounted on different vehicles. Therefore, the number of electrical wires through vehicles is increased, and there are problems with an increase in weight caused by electrical wires and an increase in the cost of assembly. There is also a problem that the drive system can be applied only to trains with three or more cars.
    [0031] [0031] According to the present invention, the section of the power conversion device, including the power conversion circuits 21 and 22 for the power supply, the filter capacitor 3, and the power conversion circuit 4 for drive, power generation unit 6, and switches 12 and 13 can be mounted on the same vehicle. Therefore, the number of electrical wires through the vehicles can be less than in the conventional system, and with this a reduction in the weight of the train, a reduction in cost, and an increase in reliability can be achieved. The minimum number of vehicles is two, and the degree of freedom to form a multi-car train is increased. For example, when a multi-car train with five cars is needed, a drive system (three cars) and two vehicles, without the drive system are connected to form a multi-car train in the conventional example. In the present invention, a multi-car train connecting a drive system (two cars) and three vehicles without the drive system and a multi-car train connecting two drive systems (four cars) and a vehicle without the drive system can be selected accordingly. with the necessary driving force, and the degree of freedom in training is increased. An advantage of forming a train of several cars for a few types of vehicles can also be achieved. As a result, the degree of freedom is also increased in terms of vehicle management and operation, and maintenance and operation can be facilitated.
    [0032] [0032] In the operation method, when the drive system travels on a non-electrified route shown in FIG. 1, a disconnect command to avoid unnecessary switching is provided with the semiconductor elements that constitute a phase 222, and the semiconductor elements that constitute the phase 221 of the power conversion circuit 22, for power supply and the conversion circuits power for two phases of the power conversion circuit 21 for the power supply are suitably switched in the present embodiment, as described above. However, an operating method described below can also be applied as another operating method, when the train travels on a non-electrified route. Switch 12 is opened, and switch 13 is closed. A shutdown command is provided for all semiconductor elements that make up the power conversion circuits 21 and 22 for power supply. In this case, the diodes connected in antiparallel to the semiconductor elements that make up the power conversion circuits 21 and 22 for power supply form rectifier diode circuits. Therefore, the power conversion circuits 21 and 22 for power supply can rectify the three-phase AC voltage, which is a product of the power generation unit 6, and the objectives of the present invention can also be achieved through the operational method.
    [0033] [0033] If the train travels on an electrified track or a non-electrified route this can be determined from a result of the detection of a pantograph voltage. Alternatively, if the train is traveling on an electrified route or a non-electrified route it can be determined from a result of comparing a train travel position generated by a generator tachometer or GPS and electrified route position information stored in advance . Whether the train travels on an electrified track or a non-electrified route this can also be determined by receiving electrified / non-electrified route information from a ground installation such as an element on the ground.
    [0034] [0034] If the vehicle moves under a contact catenary (electrified route) and the contact catenary is in an abnormal state, it can be determined from a result of the detection of a pantograph voltage.
    [0035] [0035] It is obvious that the current capacity of the semiconductor elements that make up the power conversion circuits 21 and 22 for power supply is designed according to the highest maximum power when the power supply is obtained from the overhead contact line. contact and maximum power when the power supply is obtained from the power generation unit 6.
    [0036] [0036] In the example of FIG. 1, main transformer 11 includes two low voltage wires for the drive system. However, four low voltage wires can be included to supply power to the two drive systems, or six low voltage wires can be included to supply power to the three drive systems. Alternatively, the number of low voltage wires can be further increased to supply power to the four or more drive systems.
    [0037] [0037] Although the first embodiment illustrates an example of power supply for a drive system from two low voltage wires, the present invention is not limited to this, and the number of low voltage wires can be three or more. The number of power generation units, which supply power to a drive system does not have to be one, and two or more power generation units can be connected. In this way, when a large number of low voltage wires or power generation units supply power to the drive system, the power conversion circuits 21 and 22 for the power supply include at least AC input ends, whose number 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 elements are operated according to the AC power of the AC power supply connected by the switch, and the AC power is converted to DC power. Second Achievement
    [0038] [0038] Another embodiment will be described with reference to FIG. 2. FIG. 2 illustrates an example in which a drive system is connected to a wire on the low pressure side of the main transformer 11. In the example of FIG. 2, the power conversion circuit 21 for power supply is connected to a wire on the low pressure side of the main transformer 11, and a switch 14 is connected between a wire on the low pressure side and the power conversion circuit 21 to power supply. More specifically, the switch 14 for type one phase (two phases) is connected, in place of the switch 12 in FIG. 1. A power conversion circuit 23 for power supply for a phase of the power conversion circuit is additionally included, in place of the power conversion circuit 22 for power supply in FIG. 1. The configuration and operation of the other parts are the same as in the first embodiment.
    [0039] [0039] In the example of FIG. 2, switch 14 is closed, and switch 13 is opened under the contact catenary, that is, in the electrified route. The contact catenary serves as a power supply, and the semiconductor elements that make up the power conversion circuits 21 and 22 for power supply are suitably switched to convert the single-phase alternating current into a direct current to obtain a DC voltage. The conversion circuit 4 for the electric drive motor drives the main electric motor 5. In this case, a shutdown command is provided to the semiconductor elements that constitute the power conversion circuit 23 for power supply to avoid unnecessary switching.
    [0040] [0040] On the other hand, switch 14 is opened, and switch 13 is closed on a route without a contact catenary, that is, on a non-electrified route. The semiconductor elements make up the power conversion circuit 21 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 into a direct current, and the three-phase AC output of the power generation unit 6 is converted into a direct current.
    [0041] [0041] Therefore, as in the first embodiment, the power conversion circuit necessary to obtain the power of the contact overhead contact line and the power conversion circuit necessary to obtain the power of the power generation unit 6 does not have to be provided separately, and the drive system can be reduced in size and made lighter.
    [0042] [0042] In the operating method of the drive system on the non-electrified route shown in FIG. 2, the semiconductor elements that make up the power conversion circuit 22 for power supply and the power conversion circuit 23 for power supply are suitably switched in the present embodiment, as described above. However, an operating method described below can also be applied as another operating method on a non-electrified route. On the non-electrified route, switch 14 is opened, and switch 13 is closed. A shutdown command is provided for all the plurality of semiconductor elements that make up the power conversion circuits 21 and 23 for power supply. In this case, the diodes connected in antiparallel to the semiconductor elements constitute rectifier diode circuits. Therefore, the three-phase AC voltage as a product of the power generation unit 6, can be rectified, and the objectives of the present invention can also be achieved through this operational method. Third Achievement
    [0043] [0043] Yet, another embodiment will be described with reference to FIG. 3. FIG. 3 is an embodiment, when a drive system is connected to a wire on the low pressure side of the main transformer 11 and is a different embodiment from FIG. 2.
    [0044] [0044] In FIG. 3, a power conversion circuit 24 made of diodes is applied in place of the power conversion circuit 23 for a phase of the embodiment shown in FIG. 2. The configuration of other parts is the same as in the first and second embodiments.
    [0045] [0045] In the example of FIG. 3, switch 14 is closed, and switch 13 is opened under the contact catenary, that is, in the electrified route. The contact catenary serves as a power supply, and the semiconductor elements that make up the power conversion circuits 21 and 22 for power supply are suitably switched to convert the single-phase alternating current into a direct current to obtain a DC voltage. The conversion circuit 4 for the electric drive motor drives the main electric motor 5.
    [0046] [0046] On the other hand, switch 14 is opened, and switch 13 is closed on a route without a contact catenary, that is, on a non-electrified route. A shutdown command is provided to the semiconductor elements that make up the power conversion circuit 21 for power supply. The diodes that make up the power conversion circuits 21 for the power supply and the rectifier circuit made up of the power conversion circuit 24 rectify the three-phase AC output of the power generation unit 6 to a direct current.
    [0047] [0047] As a result, on the non-electrified route, the power conversion circuit 21 for power supply and the power conversion circuit 24 for how a diode rectifier circuit can obtain a direct current from the three-phase AC output of the control unit. power generation 6. Compared to FIG. 2, further size reduction and weight reduction of the devices can be expected in the example of FIG. 3.
    [0048] [0048] In the second and third embodiment shown in FIGS. 2 and 3, the current capacity of the semiconductor elements that make up the power conversion circuit 21 for power supply is designed according to the highest of the maximum power when the power supply is obtained from the contact catenary and the maximum power when the power supply is obtained from the power generation unit 6.
    [0049] [0049] If the maximum power when the power is obtained from the power generation unit on board 6 is less than the maximum power when the power is obtained from the contact catenary, the current capacity of the semiconductor elements that constitute the conversion circuit power 23 for power supply or the diodes constituting the power conversion circuit 24 and the cooling capacity of the cooling device may be less than that of the power conversion circuit 21 for power supply. In addition, a decrease in size and weight can be expected.
    [0050] [0050] Although only the filter capacitor 3 is shown on the DC side of the power conversion circuits (21, 22, 23, 24, and 4) in the embodiments described in FIGS. 1 to 3, the advantageous effects of the present invention are not affected even if a filter circuit that removes rectification ripples associated with the rectification of the AC power supply is connected. Obviously, the advantageous effects of the present invention can be achieved, even if an auxiliary APS power supply, which supplies power to onboard electrical devices (for example, a lighting device and an air conditioner) is connected to the filter capacitor 3 , with the filter capacitor 3 serving as a voltage source. The advantageous effects of the present invention are not affected regardless of whether the switches (12, 13 and 14), in the examples of FIGS. 1 to 3 are contact type (driving state is switched by the on and off commands) or semiconductor types.
    [0051] [0051] The second and third embodiment shown in FIGS. 2 and 3 illustrate examples in which the main transformer 11 includes a low voltage wire for the drive system. However, two or more low voltage wires can be supplied to supply power to two or more drive systems.
    [0052] [0052] The power generation unit 6 including the motor and the power generator and the contact catenary are illustrated as examples of a plurality of power sources in the embodiments. However, power supplies are not limited to these. Another power supply that generates AC power can replace the power supplies, or another power supply that generates AC power can be additionally connected. In 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. If the other power supply is a single-phase AC power supply, the power supply is connected to the power conversion circuit, like the main transformer 11 in the embodiments.
    [0053] [0053] A plurality of rail vehicles mounted with the drive systems described in the embodiments described above can be connected to form a train of several cars mounted with a plurality of drive systems. A rail vehicle mounted with a drive system described in the embodiments and a rail vehicle not mounted with the drive system can also be connected to form a train of several cars mounted with a drive system. Fourth Implementation
    [0054] [0054] An embodiment of the application of the drive system described from the first to the third embodiment for a multi-car train to which a plurality of vehicles are connected will be described with reference to FIGS. 7, 8, and 9.
    [0055] [0055] In FIG. 7, five vehicles from 1 to 5 form a multi-car train. Each of vehicles 2, 3 and 4 is assembled with the power generation unit 6 consisting of the engine and the power generator, the converters consisting of the power conversion circuits 21 and 22 for the power supply, the main electric motor 5, the conversion circuit 4 for the electric drive motor, and switches 12 and 13. When switch 12 is connected, the converters convert the single-phase AC power supplied by main transformer 11 to DC power to supply DC power to the circuit conversion unit 4 for the electric drive motor. The converters mounted on vehicle 2 are connected, via switch 12, to two wires on the low pressure side of main transformer 11, mounted on vehicle1. The converters mounted on vehicles 3 and 4 are connected, via switch 12, to two wires on the low pressure side of main transformer 11, mounted on vehicle 5.
    [0056] [0056] As described in the first embodiment, FIG. 7 illustrates an example in which a drive system is connected to two wires on the low pressure side of the main transformer 11, and the converters constituted by the power conversion circuits 21 and 22 for the power supply are mounted. However, when a conduction system is connected to a wire on the low pressure side of the main transformer 11, the converters can consist of the power conversion circuit 21 for power supply and a phase 23 of the power conversion circuit. for power supply as in the second embodiment, or the converters may consist of the power conversion circuit 21 for power supply and the power conversion circuit 24, made of diodes as in the third embodiment.
    [0057] [0057] Vehicles 1 and 5 are assembled with the power collector 1, the main transformer 11, and auxiliary power supply APS. APS auxiliary power supplies, connected to the DC sides of a plurality of converters mounted on a plurality of drive 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 provide the power for auxiliary devices, such as lighting fixtures and air conditioners, mounted on vehicles 1 to 5 of the multi-car train. The APS auxiliary power supply includes selection means that can select a connection point to allow connection to one of the DC sides of the plurality of converters, and even if there is a malfunction in part of the converters, the DC power can be supplied from other converters.
    [0058] [0058] FIG. 8 shows a configuration in which a vehicle without any of the power generation units, converters, inverters, electric motors, and main transformers are added as a vehicle 3 to the multi-car train shown in FIG. 7. In this way, one or more non-driving vehicles can be appropriately added according to the volume of traffic required.
    [0059] [0059] In FIG. 9, a multi-car train includes eight vehicles 1 to 8. Each of vehicles 2, 3, 6, and 7 is assembled with the power generation unit 6 consisting of the engine and the power generator, the converters consisting of the power conversion circuits 21 and 22 for the power supply, the main electric motor 5, and the conversion circuit 4 for the electric drive motor. The converters convert the AC power supplied by the main transformer 11 or the power generation unit 6 to DC power to supply the DC power to the conversion circuit 4 for the electric drive motor. Converters mounted on vehicles 2 and 3 are connected to two wires on the low pressure side of main transformer 11 mounted on vehicle1 and converters mounted on vehicles 6 and 7 are connected to two wires on the low pressure side of main transformer 11 mounted on vehicle vehicle 8.
    [0060] [0060] As described in the first embodiment, FIG. 9 illustrates an example in which a drive system is connected to two wires on the low pressure side of the main transformer 11, and the converters constituted by the power conversion circuits 21 and 22 for the power supply are mounted. However, when a conduction system is connected to a wire on the low pressure side of the main transformer 11, the converters can consist of the power conversion circuit 21 for power supply and a phase 23 of the power conversion circuit. for power supply as in the second embodiment, or the converters may consist of the power conversion circuit 21 for power supply and the power conversion circuit 24, made of diodes as in the third embodiment.
    [0061] [0061] The power collector 1, the main transformer 11, and the auxiliary power supply APS are mounted on vehicles 1 and 8 at both ends, and the auxiliary power supply APS is mounted on vehicle 5. Vehicle 4 is a vehicle without the APS auxiliary power supply, the main transformer 11, the power generation unit, the electric motor, and the like. The APS auxiliary power supplies mounted on vehicles 1, 5 and 8 are connected to the DC sides of a plurality of converters mounted on a plurality of drive vehicles. APS auxiliary power supplies 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 supply power to auxiliary devices such as appliances lighting and air conditioning units, mounted on vehicles 1 to 8 of the multi-car train. The APS auxiliary power supply includes selection means that can select a connection point to allow connection to one of the DC sides of the plurality of converters, and even if there is a malfunction in part of the converters, the DC power can be supplied from other converters.
    [0062] [0062] FIG. 10 is an example of removing vehicle 5 as a non-drive vehicle mounted with the APS auxiliary power supply from the multi-car train shown in FIG. 9 to form a seven car train. In this way, the total number of vehicles, the number of auxiliary APS power supplies, and the number of vehicles and drive vehicles installed with the electric motors can be appropriately adjusted according to the volume of traffic required or the power and strength auxiliary power supply.
    [0063] [0063] In FIG. 11, a multi-car train includes five vehicles 1 to 5. Central vehicles 2, 3 and 4 are assembled with power generation units, converters, inverters, and electric motors, and vehicles 1 and 5 in both ends are not fitted with electric motors and the like. Each of vehicles 2, 3 and 4 is assembled with the power generation unit 6 consisting of the engine and the power generator, the converters consisting of the power conversion circuits 21 and 22 for the power supply, the main electric motor 5, the conversion circuit 4 for the electric drive motor, and the converters convert the single-phase AC power supplied by the main transformer 11 to DC power to feed the DC power to the conversion circuit 4 for the electric drive motor. Converters mounted on vehicles 2, 3, and 4 to two wires on the low pressure side of main transformer 11, mounted on vehicle 5.
    [0064] [0064] As described in the first embodiment, FIG. 11 illustrates an example in which a drive system is connected to two wires on the low pressure side of the main transformer 11, and the converters constituted by the power conversion circuits 21 and 22 for the power supply are mounted. However, when a conduction system is connected to a wire on the low pressure side of the main transformer 11, the converters can consist of the power conversion circuit 21 for power supply and a phase 23 of the power conversion circuit. for power supply as in the second embodiment, or the converters may consist of the power conversion circuit 21 for power supply and the power conversion circuit 24, made of diodes as in the third embodiment.
    [0065] [0065] The power collector 1, the main transformer 11, 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 vehicles 2, 3 , and 4, and two wires are connected to each converter. The power collector 1 and the auxiliary power supply APS are mounted on vehicle 1, and the power collector on vehicle 1 is connected to the main transformer of vehicle 5 via an electrical wire. The APS auxiliary power supplies mounted on vehicles 1 and 5 are connected to the DC sides of a plurality of converters mounted on a plurality of drive vehicles. APS auxiliary power supplies 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 supply power to auxiliary devices such as appliances lighting and air conditioning devices, mounted on vehicles 1 to 5 of the multi-car train. The APS auxiliary power supply includes selection means that can select a connection point to allow connection to one of the DC sides of the plurality of converters, and even if there is a malfunction in part of the converters, the DC power can be supplied from other converters.
    [0066] [0066] Although FIG. 11 illustrates an example in which the devices that make up the drive system for generating driving force are dispersed and arranged in vehicles 2 to 5, one or more non-driving vehicles is not mounted with the devices that make up the drive system ( power generation units, converters, inverters, electric motors, transformers, and power collectors) can be appropriately added according to the volume of traffic required.
    [0067] [0067] FIGS. 7 to 11 have illustrated examples in which the devices that make up the drive system are dispersed and arranged in a plurality of vehicles. However, when the present invention is applied to a multi-car train in which the required maximum propulsion output is not large because the train is operated at a relatively low speed, the weight of the drive system is not great. Therefore, the devices that make up the drive systems (pantograph, main transformer, power generation unit, converter, inverter and electric motor) can be concentrated and mounted on a vehicle, as shown in FIG. 12. When the vehicle's permissible weight is large on the rail, because the rail has a resistance to damage, the devices that make up the drive system can be equally concentrated and mounted on a vehicle. In this way, when the devices that make up the drive system are concentrated and mounted on a vehicle, there is an advantage that the number of electrical wires between the devices that make up the drive system can be reduced.
    [0068] [0068] A locomotive is equipped with a large number of devices to obtain driving force to propel a train with several cars, and the weight of the locomotive is generally several times greater than the weight of a passenger car constituting the train. For example, compared to a train with dispersed force, such as a Shinkansen train traveling in Japan, in which a drive device and other functions necessary for the train are dispersed, the locomotive has a problem that the track is significantly damaged by a heavy axle or has a problem that there is a limit to the acceleration of the train, because a large capacity brake device is required for a vehicle with concentrated weight. Therefore, it is desirable to disperse the devices that make up the drive system, such as the power generation unit, the converter, the 4 conversion circuit for the electric drive motor, and the electric motor, for a plurality of vehicles as described in FIGS. 7 to 11.
    [0069] [0069] However, when the devices are dispersed and placed on a plurality of vehicles, converters are needed to convert the AC power generated by the power generation units to DC power, and the number of converters increases. There are problems with an increase in the weight of the drive system, an increase in cost, and complication of maintenance. Then, as described in the present embodiment, the driving systems described in the first to third embodiments can be used in the train of several cars in which the devices are dispersed and arranged on a plurality of driving vehicles. This can reduce an increase in the number of converters and can avoid the problems of an increase in the weight of the drive system, an increase in cost, and complication of maintenance.
    [0070] [0070] According to the present embodiment, the number of converters can be reduced. Therefore, the power generation unit 6, the converters, the conversion circuit 4 for the electric drive motor, and the main electric motor 5 necessary for the drive to be mounted on a vehicle, and the number of electrical wires for the supply of drive power through vehicles can be reduced. Other devices, such as the main 11 transformer and the APS auxiliary power supply, can be mounted on other vehicles, to avoid an increase in the weight of a specific vehicle caused by the unbalanced weight between the vehicles, and damage to the railroad can be reduced . List of Reference Numbers 1 Power collector 3 DC filter capacitor 4 Conversion circuit for electric drive motor (inverter circuit for drive motor). 5 Main electric motor 6 Power generation unit 11 Main transformer 12, 13, 14 Switch 21, 22 Power conversion circuit for power supply. 23 One phase of circuit from power conversion to power supply. 24 Power conversion circuit made of diodes 61 power conversion circuit for three-phase power supply. 221, 222 A conversion circuit phase that constitutes the power conversion circuit 22 for power supply.
    权利要求:
    Claims (19)
    [0001]
    Drive system comprising: a first power conversion device (21, 22) that converts AC power to DC, and a second power conversion device (4) that drives an electric motor (5) when using the DC power converted by the first power conversion device (21, 22) as a power source, and a plurality of AC power supplies that provide AC power with different numbers of phases, comprising: a pantograph (1) that collects single-phase AC power from a contact catenary connected to a single-phase AC power source; a main transformer (11) that reduces the collected single-phase AC power, and a power generation unit (6) comprising a motor and a three-phase AC power generator to produce three-phase AC power, characterized by the fact that the first power conversion device (21, 22) is connected to the plurality of AC power supplies that provide AC power with a different number of phases, the drive system further comprises switching means (12, 13), connected between the plurality of AC power sources and the first power conversion device (21, 22), to connect part of the plurality of AC power sources to the first power conversion device (21, 22), where the switching means connect one AC side of the first power conversion device (21, 22) to one of a wire on a low pressure side of the main transformer (11) and one output from the power generation unit (6) and open the other, and the first power conversion device (21, 22) performs an operation of converting AC power supplied by at least one of the plurality of AC power sources connected by the switching means to DC power according to the number of phases of the supplied AC power at least one of the plurality of AC power supplies.
    [0002]
    Drive system, according to claim 1, characterized by the fact that the switching means (12, 13) can electrically connect an AC side of the first power conversion device (21, 22) to a single-phase AC power supply that supplies a single-phase alternating current and a three-phase AC power supply that supplies a three-phase alternating current; the first power conversion device (21, 22) comprises power conversion circuits for four phases comprising two connectors connected in series, the connectors comprising semiconductor elements and self-extinguishing diodes connected in antiparallel, the first power conversion device (21, 22) being connected to the single-phase AC power supply via the four-phase power conversion circuits and connected to the three-phase AC power supply via the three-phase power conversion circuits among the four-power conversion circuits phases, and Switching control of the power conversion circuits connected to the AC power supply selected by the switching means is carried out according to the number of phases of the AC power supplied from the AC power supply.
    [0003]
    Drive system, according to claim 1, characterized by the fact that a plurality of wires are arranged on the low pressure side of the main transformer (11) the first power conversion device (21, 22) comprises power conversion circuits for four phases comprising two connectors connected in series, the connectors comprising semiconductor elements and self-extinguishing diodes connected in antiparallel, two phases of the conversion circuits of power being connected to one of the plurality of wires via the switching means, the two other phases of the power conversion circuits being connected to the other of the plurality of wires via the switching means, the switching means connect two wires on the low pressure side of the main transformer (11) to the four-phase power conversion circuits to supply single-phase AC power to the first power conversion device (21, 22) when a vehicle travels on a route with contact catenary installation, and the switching means connect a three-phase AC output from the power generation unit (6) to the three-phase power conversion circuits to provide three-phase AC power output from the power generation unit (6) to the first conversion device of power (21, 22) when the vehicle travels on a route without a contact catenary or on a route with contact catenary in an abnormal state.
    [0004]
    Drive system, according to claim 3, characterized by the fact that when the vehicle travels on the route without a contact catenary or on the route with contact catenary in an abnormal state, the switching means operate the semiconductor elements that constitute the power conversion circuits for three phases connected to the power generation unit (6) to convert the three-phase input from AC power to DC power and maintain a non-conductive state of the semiconductor element that constitutes the power conversion circuit for the one remaining phase.
    [0005]
    Drive system, according to claim 3, characterized by the fact that when the vehicle travels on the route without a contact catenary or on the route with contact catenary in an abnormal state, the switching means provide three-phase AC power to the three-phase power conversion circuits connected to the power generation unit (6) , all of the semiconductor elements that make up the first power conversion device (21, 22) are maintained in a non-conductive state, and the diodes connected in antiparallel to the semiconductor elements rectify the three-phase AC power output from the power generation unit. power (6) to obtain DC power.
    [0006]
    Drive system, according to claim 1, characterized by the fact that the first power conversion device (21, 22) comprises a power conversion circuit for each of the three phases, the power conversion circuits comprising two connectors connected in series, the connectors comprising semiconductor elements and self-extinguishing diodes connected in antiparallel, the two-phase power conversion circuits are connected to wires on the low pressure side of the main transformer (11) via the switching means, the switching means connect the wires on the low pressure side of the main transformer (11) to the two-phase power conversion circuits to supply single-phase AC power to the first power conversion device (21, 22) when the vehicle travels in a route with contact catenary installation, and the switching means connect the three-phase AC output of the power generation unit (6) to the three-phase power conversion circuits to provide three-phase AC power output from the power generation unit (6) to the first power conversion device power (21, 22) when the vehicle travels on the route without a contact catenary or on the route with contact catenary in an abnormal state.
    [0007]
    Drive system, according to claim 6, characterized by the fact that when the vehicle travels on a route with contact catenary installation, the semiconductor element that constitutes the power conversion circuit for a phase not connected to the wires through the switching means among the three phases of the power conversion circuits is kept in non-conductive state
    [0008]
    Drive system, according to claim 6, characterized by the fact that the power conversion circuits for two phases connected to the wires and the power generation unit (6) through the switching means have a current capacity according to a greater than the maximum power supplied from the main transformer (11) and a maximum power delivered from the power generation unit (6)
    [0009]
    Drive system, according to claim 6, characterized by the fact that the power conversion circuit for one phase is not connected to the wires and can be connected to the power generation unit (6) via the switching means has a current capacity according to the maximum power of the power generation unit (6).
    [0010]
    Drive system, according to claim 1, characterized by the fact that the first power conversion device (21, 22) comprises: power conversion circuits for two phases comprising two connectors connected in series, the connectors comprising semiconductor elements and self-extinguishing diodes connected in antiparallel; and a rectifier circuit for a phase comprising two diodes connected in series, two phases of the power conversion circuits are connected to wires on the low pressure side of the main transformer (11) via the switching means, the switching means connect the wires on the low pressure side of the main transformer (11) to the two-phase power conversion circuits to supply single-phase AC power to the first power conversion device (21, 22) when the vehicle travels on the route with contact catenary installation, and the switching means connect the three-phase AC output of the power generation unit (6) to the two-phase power conversion circuits and the one-phase rectifier circuit to provide three-phase AC power emission from the power generation unit (6 ) to the first power conversion device (21, 22) when the vehicle travels on a route without a contact catenary or on the route with contact catenary in an abnormal state.
    [0011]
    Drive system, according to claim 10, characterized by the fact that When the vehicle travels on a route without a contact catenary or on the route with a contact catenary in an abnormal state, the switching means provides three-phase AC power to the power conversion circuits for two phases connected to the power generation unit (6 ) and supply three-phase AC power to the rectifier circuit for one phase, all of the semiconductor elements that make up the power conversion circuits for two phases are maintained in the non-conductive state, and the diodes connected in antiparallel to the semiconductor elements and the rectifier circuit for one phase rectify the three-phase AC power emitted from the power generation unit (6) to obtain DC power.
    [0012]
    Drive system, according to claim 10, characterized by the fact that the power conversion circuits for two phases connectable to the wires and the power generation unit (6) through the switching means have a current capacity according to a greater among a maximum power supplied from the main transformer (11) and a maximum power delivered from the power generation unit (6).
    [0013]
    Drive system, according to claim 10, characterized by the fact that the rectifier circuit for a phase not connected to the wires and connectable to the power generation unit (6) via the switching means has a current capacity according to the maximum power of the power generation unit (6).
    [0014]
    Drive system, according to claim 1, characterized by the fact that an auxiliary power supply that supplies power to an electrical appliance on board is connected to a DC side of the first power conversion device (21, 22), and DC power from the first power conversion device (21, 22) is supplied to the auxiliary power supply.
    [0015]
    Multi-car train comprising the drive system as defined in claim 1, characterized by the fact that it is assembled through a plurality of railway vehicles and is formed by connecting the plurality of railway vehicles, in which the multi-car train is formed by connecting the plurality of rail vehicles mounted with the drive system and a rail vehicle not mounted with the drive system.
    [0016]
    Multi-car train comprising the drive system as defined in claim 1, characterized by the fact that it is formed by connecting the plurality of railway vehicles, the plurality of railway vehicles comprising: a first railway vehicle comprising the pantograph and the first transformer; and a second railway vehicle comprising the power generation unit (6), the first power conversion device (21, 22), the electric motor, and the second power conversion device.
    [0017]
    Multi-car train, according to claim 16, characterized by the fact that it comprises: at least one or more first rail vehicles, and at least two or more second rail vehicles.
    [0018]
    Multi-car train, according to claim 17, characterized by the fact that it still comprises, in addition to the first rail vehicles and the second rail vehicles, a third rail vehicle not fitted with any of the pantographs, the main transformer (11), the power generation unit (6), the first conversion device, the electric motor, and the second power conversion device, in which the multi-car train is formed by connecting the first railway vehicles, the second railway vehicles, and the third railway vehicle.
    [0019]
    Multi-car train according to claim 17, characterized by the fact that the first railway vehicle comprises an auxiliary power supply which is connected to a DC section of the first power conversion device (21, 22) mounted on the second railway vehicle and which supplies power to an electrical device mounted on a vehicle, and the auxiliary power supply comprises selection means that can select a connection point from the first power conversion device (21, 22).
    类似技术:
    公开号 | 公开日 | 专利标题
    BR112013019259B1|2020-09-24|MULTI-CAR DRIVE AND TRAIN SYSTEM
    ES2675094T3|2018-07-06|Willingness to operate consumers in a vehicle on rails with electric power, optionally from a power supply network or from a combination-motor-generator
    JP2014140294A5|2014-12-11|Drive system for railway vehicle and train forming the same
    CN105431325B|2018-03-02|Power conversion apparatus, urgent driving system and rolling stock
    EP1356981A2|2003-10-29|Power supply device for railway carriages and/or drive units
    JP4747204B2|2011-08-17|Railway system with power supply equipment on the railway line between stations
    EP2689983B1|2016-01-06|Drive system and railway vehicle provided with the drive system
    JP5783969B2|2015-09-24|Vehicle drive device for multi-power supply railway vehicle
    US10513187B2|2019-12-24|Converter system for electrically driving a vehicle
    JP2012178898A|2012-09-13|Drive system for railway vehicle, railway vehicle, and train organization including the railway vehicle
    JP2015035864A|2015-02-19|Organized train and method for increasing vehicle constituting organized train
    ES2554695T3|2015-12-22|Provision and procedure for feeding consumer elements in a vehicle on rails
    JP2009113691A|2009-05-28|Ground power supply system of battery-driven type vehicle in railroad vehicle
    CN110023132A|2019-07-16|For the electric network of railroad vehicle, railroad vehicle and method for running electric network
    JP2021044982A|2021-03-18|Power conversion system
    EP3876413A1|2021-09-08|Multiuse of phase legs in a power supply system for a traction unit
    EP3623206A2|2020-03-18|Train set and cars for train set operable on routes having electrified and non-electrified sections
    JP2021044980A|2021-03-18|Power conversion system
    JP2021168586A|2021-10-21|Electric energy supply device for three-phase circuit and single-phase circuit, related auxiliary energy conversion system, and electric vehicle
    Nagamani et al.2016|Design and Analysis of Traction Drive System for Hybrid Locomotives using 5-phase Permanent Magnet Synchronous Motors as Traction Motors
    EP2189321A1|2010-05-26|Traction driven unit connection
    JP5810147B2|2015-11-11|Power converter for vehicle
    KR20180019379A|2018-02-26|Integrated power conversion apparatus for electric railway vehicle and electric railway vehicle including the same
    NAGAMANI et al.2016|DESIGN AND ANALYSIS OF TRACTION DRIVE SYSTEM FOR HYBRID LOCOMOTIVES USING 5-φ PERMANENT MAGNET SYNCHRONOUS MOTORS AS TRACTION MOTORS.
    同族专利:
    公开号 | 公开日
    EP2671748A4|2015-05-06|
    EP2671748B1|2016-07-20|
    WO2012105282A1|2012-08-09|
    JP5548280B2|2014-07-16|
    BR112013019259A2|2016-10-11|
    JP2014140294A|2014-07-31|
    CN103338967A|2013-10-02|
    EP2671748A1|2013-12-11|
    US9090165B2|2015-07-28|
    AU2012212816A1|2013-09-05|
    CN103338967B|2015-11-25|
    JP5918788B2|2016-05-18|
    PL2671748T3|2016-11-30|
    JPWO2012105282A1|2014-07-03|
    ES2587723T3|2016-10-26|
    KR20130100013A|2013-09-06|
    AU2012212816B2|2014-11-06|
    KR101536492B1|2015-07-13|
    US20130313059A1|2013-11-28|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1002850B|1952-10-24|1957-02-21|Eisen & Stahlind Ag|Device for charging an accumulator battery|
    JPS6112442B2|1980-11-13|1986-04-08|Toyo Denki Seizo Kk|
    JP3178503B2|1994-07-01|2001-06-18|株式会社デンソー|Hybrid vehicle control device|
    JPH0833122A|1994-07-14|1996-02-02|Fuji Heavy Ind Ltd|Electric dual mode railway vehicle|
    JP3314256B2|1994-07-20|2002-08-12|株式会社日立製作所|Electric vehicle power converter|
    JPH0847107A|1994-07-29|1996-02-16|Toyota Motor Corp|Generating controlling method for series hybrid vehicle|
    US5701980A|1995-06-13|1997-12-30|Daewoo Heavy Industries Ltd.|Power supply device for an electromotive railcar|
    JPH09168204A|1995-12-15|1997-06-24|Toshiba Corp|Control device of electric car|
    US6075717A|1996-05-01|2000-06-13|General Electric Company|PWM rectifier control with switching losses equally distributed among multiple switching devices|
    FR2752781B1|1996-09-03|1998-10-02|Gec Alsthom Transport Sa|DEVICE AND METHOD FOR SUPPLYING A CONTINUOUS VOLTAGE TO A TRACTION CHAIN BY MEANS OF CONVERTERS FROM VARIOUS ALTERNATIVE OR CONTINUOUS VOLTAGES|
    JPH11113102A|1997-10-02|1999-04-23|Toshiba Corp|Ac-dc electric vehicle control device|
    DE10045319A1|2000-09-12|2002-03-21|Alstom Lhb Gmbh|Rail locomotive with energy supply system|
    JP2002135906A|2000-10-19|2002-05-10|Sanyo Electric Co Ltd|Hybrid vehicle|
    DE10103538B4|2001-01-26|2007-11-22|Siemens Ag|Electric motor driven rail vehicle with internal combustion engine|
    US20060005739A1|2001-03-27|2006-01-12|Kumar Ajith K|Railroad system comprising railroad vehicle with energy regeneration|
    WO2002082627A1|2001-03-30|2002-10-17|Mitsubishi Denki Kabushiki Kaisha|Power converter|
    AT500328B1|2002-02-07|2010-03-15|Elin Ebg Traction Gmbh|VEHICLE WITH AN ELECTRIC DRIVE AND METHOD FOR OPERATING SUCH A VEHICLE|
    SE524423C2|2003-01-20|2004-08-10|Bombardier Transp Gmbh|Apparatus and method for providing electrical power to a vehicle.|
    JP2004312939A|2003-04-09|2004-11-04|Mitsubishi Electric Corp|Controller for electric vehicle|
    JP2004312953A|2003-04-10|2004-11-04|Hitachi Ltd|Hybrid transportation vehicle|
    WO2006098000A1|2005-03-15|2006-09-21|Mitsubishi Denki Kabushiki Kaisha|Converter|
    JPWO2007138645A1|2006-05-25|2009-10-01|三菱電機株式会社|Auxiliary power supply for vehicle|
    US8049455B2|2006-10-19|2011-11-01|Mitsubishi Electric Corporation|Electric power converter|
    CN101682268B|2007-06-11|2013-04-17|三菱电机株式会社|Power conversion device|
    DE102007032776A1|2007-07-13|2009-01-15|Siemens Ag|Electric drive system|
    JP5223320B2|2007-12-12|2013-06-26|パナソニック株式会社|Shared printed circuit board and DC power supply circuit using the same|
    KR101162454B1|2008-04-30|2012-07-04|미쓰비시덴키 가부시키가이샤|Electric railway system|
    DE102008023332B4|2008-05-13|2010-12-02|Siemens Aktiengesellschaft|Diesel electric drive system|
    DE102009008549A1|2009-02-12|2010-08-19|Bombardier Transportation Gmbh|Arrangement for operating loads in a rail vehicle with electrical energy, optionally from a power supply network or from a motor-generator combination|
    DE102009009116B4|2009-02-16|2021-02-25|Bombardier Transportation Gmbh|Multiple unit and process for its manufacture|
    RU2482977C1|2009-03-13|2013-05-27|Кабусики Кайся Тосиба|Rolling stock system and method of its control|
    JP5100690B2|2009-03-13|2012-12-19|株式会社東芝|Railway vehicle system|
    JP5161816B2|2009-03-13|2013-03-13|株式会社東芝|Railway vehicle system|
    JP2010239764A|2009-03-31|2010-10-21|Panasonic Corp|Matrix converter and air conditioner using the same|
    EP2444272B1|2009-06-15|2018-12-26|Hitachi, Ltd.|Driving system for railroad vehicle|
    US9744855B2|2011-06-30|2017-08-29|Mitsubishi Electric Corporation|Vehicle auxiliary power supply|US4336154A|1981-07-14|1982-06-22|Kasei Optonix, Ltd.|Phosphor and radiation image storage panel utilizing the same|
    US10205404B2|2012-04-17|2019-02-12|General Electric Company|Power converter control system and method|
    JP5891989B2|2012-07-27|2016-03-23|株式会社日立製作所|Drive system and railway vehicle equipped with the same|
    JP2014053976A|2012-09-05|2014-03-20|Kinki Sharyo Co Ltd|Organized train|
    JP2015035864A|2013-08-08|2015-02-19|株式会社日立製作所|Organized train and method for increasing vehicle constituting organized train|
    JP6393643B2|2015-03-26|2018-09-19|株式会社日立製作所|Vehicle drive system|
    WO2017098539A1|2015-12-09|2017-06-15|川崎重工業株式会社|Railway vehicle control device, train formation, and main motor control method|
    EP3489068A4|2016-07-19|2020-03-25|Hitachi, Ltd.|Vehicle power conversion device and rail vehicle|
    FR3070804B1|2017-09-07|2020-11-20|Alstom Transp Tech|ELECTRICAL POWER SUPPLY MODULE OF AN ENGINE BLOCK, ASSOCIATED FEEDING PROCESS, TRACTION SYSTEM AND VEHICLE|
    JP6850235B2|2017-09-29|2021-03-31|日立建機株式会社|Electric drive work vehicle and wheel electric drive unit|
    EP3696005A4|2017-10-13|2021-07-14|Hitachi, Ltd.|Drive control device and set train mounted with said drive control device|
    FR3078820B1|2018-03-08|2020-04-03|Alstom Transport Technologies|DISCONNECTOR FOR RECONFIGURING THE POWER SUPPLY OF AN ELECTRIC DRIVE SYSTEM OF A VEHICLE, ESPECIALLY A RAIL VEHICLE|
    EP3771085A4|2018-03-23|2021-12-01|Hitachi, Ltd.|Power conversion device and power conversion device control method|
    EP3848227A1|2018-09-04|2021-07-14|Hitachi, Ltd.|Drive control device, drive control method, and rail vehicle mounted with said drive control device|
    CN109367393B|2018-11-16|2021-08-27|贾凤斌|Multi-contact line multiphase rectifying and alternating reversing pantograph|
    WO2021078700A1|2019-10-24|2021-04-29|Signify Holding B.V.|An led driver for led lighting systems for replacing a high-intensity discharge lamp|
    EP3876413A1|2020-03-06|2021-09-08|ABB Schweiz AG|Multiuse of phase legs in a power supply system for a traction unit|
    GB2592986A|2020-03-13|2021-09-15|Hitachi Rail Ltd|Drive system for a railway vehicle|
    FR3110880A1|2020-05-27|2021-12-03|Alstom Transport Technologies|Method of supplying a set of traction motors on board a vehicle, electronic power control device and associated set of traction motors|
    法律状态:
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-07-23| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-04-22| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-09-24| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 10/01/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2011017387|2011-01-31|
    JP2011-017387|2011-01-31|
    PCT/JP2012/050259|WO2012105282A1|2011-01-31|2012-01-10|Driving system, driving system for railroad-vehicle, and railroad-vehicle and multi-car train mounted with same|
    [返回顶部]