PROPULSION CONTROL APPARATUS OF ENGINE HYBRID RAILROAD VEHICLE

• US 20150202968A1
• Filed: 08/13/2012
• Published: 07/23/2015
• Est. Priority Date: 08/13/2012
• Status: Active Grant

• Current Assignee: Mitsubishi Electric Corporation
• Original Assignee: Mitsubishi Electric Corporation
• Inventors: Hatanaka, Keita
• Granted Patent: US 9,346,363 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 3/003 relating to inverters
• CPC Class Codes: B60L 3/0092 with use of redundant elements for safety purposes
• CPC Class Codes: B60L 50/13 using AC generators and AC motors
• CPC Class Codes: B60L 50/15 with additional electric power supply with capacitors charged by engine-driven generators B60L50/40; with batteries charged by engine-driven generators B60L50/61
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

A first power converter connected to a plurality of motors is configured to operate as a DC/AC converter or an AC/DC converter. A second power converter connected to a generator is configured to operate as a DC/AC converter or the AC/DC converter. A control device is configured to cause the first power converter to supply alternating-current power from the first power converter to at least one motor among the motors and cause the second power converter to supply alternating-current power from the second power converter to a motor other than the motor to which the alternating-current power from the first power converter is supplied.

Claims

1. A propulsion control apparatus of an engine hybrid railroad vehicle comprising:

a generator driven by an engine;

a power storage device functioning as a direct-current-power supply source configured to be connectable to a direct-current common section;

first and second power converters each of which is configured to be connectable to the direct-current common section, when direct-current power from the direct-current common section is input from a first input/output end side, operates as a DC/AC converter to output desired alternating-current power from a second input/output end side different from the first input/output end, and, when alternating-current power is input from the second input/output end side, operates as an AC/DC converter to output desired direct-current power from the first input/output end side;

a plurality of motors divided into a first motor configured to be drivable by both of the first and second power converters and a second motor configured to be drivable only by the first power converter;

a group of switches that switches an electric connection destination of the generator from the second input/output end side of the second power converter to the second input/output end side of the first power converter or switches an electric connection destination of the first motor from the second input/output end side of the first power converter to the second input/output end side of the second power converter; and

a control unit that controls operations of the first power converter, the second power converter, and the group of switches according to operation forms of the first and second power converters.

2. The propulsion control apparatus of the engine hybrid railroad vehicle according to claim 1, wherein, when the first power converter is broken down, if a state of charge of the power storage device is lower than a predetermined value, the control unit causes the second power converter to operate as a DC/AC converter and supply alternating-current power from the second power converter to the generator and, after the engine starts, causes the second power converter to operate as an AC/DC converter and supply direct-current from the second power converter to the power storage device and, if the state of charge of the power storage device is higher than the predetermined value, the control unit causes the second power converter to operate as a DC/AC converter and supply alternating-current power from the second power converter to the first motor.

3. The propulsion control apparatus of the engine hybrid railroad vehicle according to claim 2, wherein

the generator is divided into a first generator and a second generator respectively driven by a first engine and a second engine, the propulsion control apparatus includes a third power converter that is configured to be connectable to the direct-current common section and, when direct-current power from the direct-current common section is input from a first input/output end side, operates as a DC/AC converter, outputs desired alternating-current power from a second input/output end side different from the first input/output end, and supplies the desired alternating-current power to the second generator, and, when alternating-current power from the second generator is input from the second input/output end side, operates as an AC/DC converter and outputs desired direct-current power from the first input/output end side, and

when the first power converter is broken down, the control unit causes the third power converter to operate as a DC/AC converter and supply alternating-current power from the third power converter to the second generator and, after the generator starts, causes the third power converter to operate as an AC/DC converter and supply direct-current power from the third power converter to the direct-current common section.

4. The propulsion control apparatus of the engine hybrid railroad vehicle according to claim 1, wherein, when the second power converter is broken down, if a state of charge of the power storage device is lower than a predetermined value, the control unit causes the first power converter to operate as a DC/AC converter and supply alternating-current power from the first power converter to the generator and, after the engine starts, causes the first power converter to operate as an AC/DC converter and supply direct-current from the first power converter to the power storage device and, if the state of charge of the power storage device is higher than the predetermined value, the control unit causes the first power converter to operate as a DC/AC converter and supply alternating-current power from the first power converter to the first motor.

5. The propulsion control apparatus of the engine hybrid railroad vehicle according to claim 4, wherein

the generator is divided into a first generator and a second generator respectively driven by a first engine and a second engine,

the propulsion control apparatus includes a third power converter that is configured to be connectable to the direct-current common section and, when direct-current power from the direct-current common section is input from a first input/output end side, operates as a DC/AC converter, outputs desired alternating-current power from a second input/output end side different from the first input/output end, and supplies the desired alternating-current power to the second generator, and, when alternating-current power from the second generator is input from the second input/output end side, operates as an AC/DC converter and outputs desired direct-current power from the first input/output end side, and

when the second power converter is broken down, if the state of charge of the power storage device is lower than the predetermined value, the control unit causes the third power converter to operate as a DC/AC converter and supply alternating-current power from the third power converter to the second generator and, after the engine starts, causes the third power converter to operate as an AC/DC converter and supply direct-current from the third power converter to the direct-current common section.

6. A propulsion control apparatus of an engine hybrid railroad vehicle comprising:

a generator driven by an engine;

a power storage device functioning as a direct-current-power supply source configured to be connectable to a direct-current common section;

first and second power converters each of which is configured to be connectable to the direct-current common section, when direct-current power from the direct-current common section is input from a first input/output end side, operates as a DC/AC converter to output desired alternating-current power from a second input/output end side different from the first input/output end, and, when alternating-current power is input from the second input/output end side, operates as an AC/DC converter to output desired direct-current power from the first input/output end side;

a motor configured to be drivable by both of the first and second power converters;

a group of switches that switches an electric connection destination of the generator from the second input/output end side of the second power converter to the second input/output end side of the first power converter or switches an electric connection destination of the motor from the second input/output end side of the first power converter to the second input/output end side of the second power converter; and

a control unit that controls operations of the first power converter, the second power converter, and the group of switches according to operation forms of the first and second power converters.