JP4907197B2 - Secondary battery device for hybrid railway vehicles - Google Patents

Description

The present invention relates to a secondary battery device for a hybrid railway vehicle using an engine generator and a secondary battery in combination.

Recently, in diesel engine type railway vehicles (hereinafter referred to as diesel vehicles)
In order to deal with environmental problems such as noise and exhaust, and to improve the maintainability of the system, a hybrid system in which parts are shared with an electric railway vehicle (hereinafter referred to as an electric vehicle) is being studied.
In this system, a generator is driven by an engine to generate AC power, which is once converted into DC power by a converter device. This DC power is further converted back to variable voltage and variable frequency AC power by an inverter device to drive the induction motor.
A hybrid electric vehicle system has been reported as a system similar to such a system (for example, Patent Document 1).

JP-A-10-191503

In the system described in Patent Document 1, a battery is further connected to the output side (input side of the inverter device) of the converter device that converts the engine generator output into DC power,
The battery is made up for transient changes in power.
When a battery is similarly used in a railway vehicle, 10% of the electric vehicle is used.
Since about twice as much power is required, a plurality of battery modules are required, resulting in an increase in size of the apparatus.
In addition, while an electric vehicle has a charge / discharge time of about several seconds, a railway vehicle requires about several tens of seconds, and a battery is required to charge and discharge a large current for a long time. For this reason, when the temperature of the battery rises, causing a change in electrical performance or deterioration of the battery itself, and further using a flammable material inside the battery,
There are also safety issues.

An object of the present invention is to provide a secondary battery device for a hybrid railway vehicle that is suitable for improving the cooling efficiency and safety while realizing a small-sized battery device having a large capacity applied to a hybrid railway vehicle. is there.

In order to solve the above-mentioned problems, a power supply device that generates DC power using engine power, and converts DC power output from the power supply device into AC power of variable voltage and variable frequency to drive the AC power to the vehicle In a hybrid railway vehicle comprising an inverter device supplied to an alternating current motor and a secondary battery device connected in parallel with the output of the power supply device and supplying DC power to the inverter device, the secondary battery device is a plate Are arranged in such a manner that 108 cylindrical unit batteries of 7V are arranged so that the adjacent unit batteries have opposite polarities, and the adjacent unit batteries are arranged at the end surfaces of the opposed plates. By connecting the wires with wiring, all unit batteries are connected in series to obtain a voltage to be applied to the railway vehicle.

ADVANTAGE OF THE INVENTION According to this invention, while being able to implement | achieve small-sized the large capacity battery apparatus applied to a hybrid type railway vehicle, cooling efficiency can be improved.
In addition, by arranging adjacent unit batteries so that their polarities are opposite to each other, and wiring so that all unit batteries are in series on the end face of the plate, a battery device with a large capacity can be configured with the shortest wiring length. .

  Hereinafter, the best mode of the present invention will be described with reference to FIGS.

First, the configuration of an embodiment of the present invention will be described with reference to FIG.
In FIG. 1, an engine 1 and a generator 2 directly connected to the engine 1 by a shaft are represented by U,
V and W three-phase AC power is generated, and the converter device 3 converts this AC power into DC power and outputs it. The inverter device 4 converts the DC power output from the converter device 3 into a three-phase AC power having a variable voltage and a variable frequency, and supplies it to the induction motor 5. The battery device 6 is connected in parallel to the output of the converter device 3 and replenishes power when the vehicle is started, as will be described later. The smoothing capacitor 7 is connected in parallel to the input of the inverter device 4 and suppresses fluctuations in the inverter input voltage.
On the other hand, the controller 10 converts the converter output current Is detected by the current detector 9a, the smoothing capacitor voltage Ecf detected by the voltage detector 8, and the generator rotation frequency Frg.
The converter control calculation is executed by the
The M control signal Sgc is output.
In addition, the control unit 10 detects the motor current Iu, detected by the current detectors 9b, 9c, 9d.
Inverter control calculation is executed by the smoothing capacitor voltage Ecf detected by Iv, Iw and the voltage detector 8 and the motor rotation frequency (normally 2 Hz / 1 rotation for a motor for a railway vehicle) Frm, and inverter PWM control is performed on the inverter device 4 Signal Sgi
Is output.
Further, the control unit 10 outputs battery currents Ib1 to Ib output from the battery device 6.
The battery operating state is determined based on bn, battery voltages Vb1 to Vbn, and battery temperatures Tb11 to Tbnm, and battery charge / discharge control signals Sb1 to Sbn are output.

Next, the configuration of the battery device 6 of the present embodiment will be described with reference to FIG.
The battery unit 61 includes a battery 691, semiconductor switch elements 631, 651 connected in series to the battery 691, and the semiconductor switch elements 631, 6
51, diodes 641, 661 respectively connected in parallel, and a battery 691
A switch 611 connected in series to the semiconductor switch elements 631 and 651, a resistor 621 connected in parallel to the switch 611, a current detector 671 for detecting the input / output current of the battery 691, and a battery connected in series The voltage detector 681 detects all the voltages 691.
The battery device 6 is configured by connecting a plurality of such battery units 61 to 6n in parallel, and the semiconductor switch elements 631 to 63n and 651 to 65n are turned on / off.
F charge / discharge control signals Sb1 to Sbn to be F-controlled are input, and battery currents Ib to In and battery voltages Vb1 to Vbn of each unit and temperatures Tb1 to Tb of each battery
bn is output.
In the present embodiment, when the battery device 6 is first constructed, a plurality of battery units 61 to 6n are connected in parallel by the following procedure, thereby suppressing the current flowing between the batteries and further preventing the deterioration of the battery. Work safety can be ensured.
(1) Open switches 611-61n, semiconductor switch elements 631-63n,
Turn off 651-65n.
(2) Connect each unit in parallel.
(3) The semiconductor switch elements 631 to 63n and 651 to 65n are turned on.
(4) Turn on the switches 611 to 61n.

Hereinafter, the operation of this embodiment will be described.
The control unit 10 includes battery currents Ib1 to Ibn, battery voltages Vb1 to Vbn,
Based on the battery temperatures Tb1 to Tbn, the battery 6 as shown in FIG.
The charging rate (the ratio when the upper limit voltage is 100% and the lower limit voltage is 0%) SOC and the error information ERR indicating the presence / absence of an abnormality are created.
SOC≈ ((battery voltage−lower limit voltage) / (upper limit voltage−lower limit voltage))
× 100 (%) (Equation 1)
The control unit 10 outputs charge / discharge control signals Sb1 to Sbn for ON / OFF control of the semiconductor switch elements 631 to 63n and 651 to 65n based on the charging rate SOC and the error information ERR.
Further, the control unit 10 controls the motor currents Iu, Iv, Iw and the smoothing capacitor voltage Ec.
P for driving the inverter device 4 based on f and the motor rotation frequency Frm
The WM pulse signal Sgi is output.
Further, the control unit 10 performs PWM for driving the converter device 3 based on the converter output current Is, the smoothing capacitor voltage Ecf, and the generator rotational frequency Frg.
The pulse signal Sgc is output.
The control unit 10 controls the semiconductor switch element so that the charging rate SOC of the normal battery is always within the hatched portion in FIG. Here, the maximum charging rate SOCmax is a state in which the battery is sufficiently charged, and indicates the illustrated charging limit. Further, the minimum charge rate SOCmin is a state in which the battery is fully discharged, and indicates the illustrated discharge limit.
For example, in the low-speed region where the motor rotation frequency Frm is near 0, the remaining power is secured from the hatched lower limit value to the discharge limit as shown by the arrow 1 (circle) in order to secure power running energy rather than absorbing regenerative energy. The motor rotation frequency Frm is Frm2.
Since the above high-speed region absorbs regenerative energy rather than securing powering energy, as shown by the arrow 4 (circle), the remaining charge capacity from the hatched portion upper limit value to the charge limit is secured. Further, when the motor rotation frequency Frm is in the middle speed range of Frm1, an arrow 2 (circle)
And the remaining charge capacity indicated by the arrow 3 (circle) are ensured in a well-balanced manner according to the speed.
If the charging rate SOC of the battery exceeds the charging limit during the above control, the control unit 10 turns off the semiconductor switching element that blocks the charging current of the unit including the corresponding battery. The discharge control signals Sb1 to Sbn are output, and the regenerative energy output from the inverter device 4 during the regenerative operation is controlled to be absorbed by the engine 1, the generator 2, and the converter device 3.
Conversely, when the battery charge rate SOC exceeds the discharge limit, the control unit 10
A semiconductor switch element that prevents the discharge current of the unit including the corresponding battery is O
The charge / discharge control signals Sb <b> 1 to Sbn that perform FF are output, and control is performed to increase the output of the converter device 3 in order to compensate for the power shortage during the power running operation.
Further, when the control unit 10 detects a battery abnormality based on the error information ERR,
The charge / discharge control signals Sb1 to Sbn that turn off all the semiconductor switch elements of the corresponding unit are output to disconnect the unit, and the engine 1, the generator 2, and the converter device 3 are controlled to compensate for the insufficient power.

FIG. 5 shows the configuration of the battery 691 of this embodiment.
Two insulator plates 6911a and 6911b provided with holes in a honeycomb shape are arranged to face each other, and cylindrical unit batteries 69121 to 6912n are arranged so that adjacent unit batteries have opposite polarities. Further, the central portion of the hole provided in a honeycomb shape is secured as a vent hole 6913 as shown in the figure.
Unit batteries 69121 to 6912n are arranged in opposite polarities, and adjacent ones are connected by wiring 6914, so that unit battery 69121 at the upper left to unit battery 6912n at the lower right are connected in series with the shortest wiring. . In the present embodiment, by using 108 unit batteries having a voltage of about 7V, a voltage of about 750V, which is a practical level, is obtained even in a railway vehicle.

FIG. 6 shows a mounting form of the battery 691.
As shown, the converter device 3 is interposed between the wheels 21a and 21b under the floor of the vehicle body 20.
The inverter device 4 and the battery 691 are mounted. Further, the battery 691 is mounted inside the vehicle body 20 from the converter device 3 and the inverter device 4.
91 is arranged to be easily subjected to traveling wind.
As described above, according to the present embodiment, a large-capacity battery device can be realized in a small size,
The cooling efficiency can be improved by effectively using the traveling wind.

FIG. 7 shows the configuration of another battery 691 of the present invention.
In the present embodiment, the air holes of the plates 6911c and 6911d are eliminated, and the battery fixing hole and the wiring are insulated and integrated to constitute the battery holder 6915.
Further, the battery holder 6915 and the plates 6911c and 6911d are integrated.
Similar to the embodiment of FIG. 5, unit batteries 69121 to 6912n are arranged between the plates 6911c and 6911d to constitute a battery 691.

FIG. 8 shows another embodiment of the battery 691 according to the present invention.
Similarly to the embodiment of FIG. 5, the converter device 3, the inverter device 4, and the battery 691 are mounted between the wheels 21 a and 21 b under the floor of the vehicle body 20, and the battery 691 is further mounted.
Is mounted inside the vehicle body 20 from the converter device 3 and the inverter device 4. At this time, the plate surface of the battery 691 is arranged perpendicular to the traveling direction,
The unit batteries 69121 to 6912n are easily subjected to the traveling wind.
As described above, according to the present embodiment, a large-capacity battery device can be realized in a small size,
The cooling efficiency can be improved by effectively using the traveling wind. Furthermore,
According to the present embodiment, the electrodes of the unit battery are covered with insulation and no wiring is required, so safety and workability are improved.

According to the present invention, a large-capacity battery device applied to a hybrid railway vehicle is realized in a small size, and the cooling efficiency is improved.
Further, by arranging adjacent unit batteries so that their polarities are opposite to each other, and wiring so that all unit batteries are in series on the end face of the plate, a battery device having a large capacity with the shortest wiring length is configured.

The block diagram which shows one Embodiment of this invention The figure which shows the structure of the battery apparatus of this invention Explanatory diagram of charging rate and error information of the present invention Explanatory drawing of the operation mode of the control part of this invention Configuration diagram of the battery of the present invention Battery mounting diagram shown in FIG. Configuration of another battery of the present invention FIG. 7 shows another battery mounting form.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Generator, 3 ... Converter apparatus, 4 ... Inverter apparatus, 5 ... Induction motor, 6 ... Battery apparatus, 7 ... Smoothing capacitor, 8 ... Voltage detector, 9a, 9
b, 9c, 9d ... current detector, 10 ... control unit, 691 ... battery, 69121-
6912n: Unit battery, 6911a to 6911d ... Plate, 6914 ... Wiring, 6915 ... Battery holder, Ib1-Ibn ... Battery current, Vb1-Vb
n ... battery voltage, Tb11-Tbnm ... battery temperature, Sb1-Sbn ... semiconductor switch element ON / OFF signal, Iu, Iv, Iw ... phase current of induction motor, S
gc: converter PWM control signal, Sgi: inverter PWM control signal, Ecf
... smoothing capacitor voltage, Is ... converter output current, Frm ... motor rotation frequency,
Frg: Generator rotation frequency

Claims (1)

A power supply device that generates DC power using the power of the engine, and converts the DC power output from the power supply device into AC power of variable voltage and variable frequency, and supplies the AC power to an AC motor that drives the vehicle In a hybrid railway vehicle comprising: an inverter device, and a secondary battery device connected in parallel with the output of the power supply device and supplying DC power to the inverter device,
In the secondary battery device, plates are arranged so as to face each other, and 108 cylindrical unit batteries of 7 V are arranged therebetween so that adjacent unit batteries have opposite polarities, and plates arranged so as to face each other. A secondary battery device for a hybrid railway vehicle characterized in that, by connecting adjacent unit batteries through wiring at the end face, all unit batteries are connected in series to obtain a voltage to be applied to a railway vehicle.

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