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1. 发明专利

JP2008263741A Battery charger of railroad vehicle 有权
标题翻译：铁路车辆电池充电器
公开(公告)号：JP2008263741A
公开(公告)日：2008-10-30
申请号：JP2007105542
申请日：2007-04-13
申请人： Kawasaki Heavy Ind Ltd , 川崎重工業株式会社
发明人： ISHIDA TAKESHI , SUGIYAMA SHUICHI
IPC分类号： B60L11/18 , B60L3/00 , B60L15/20 , B61C3/02
CPC分类号： Y02T10/644 , Y02T10/7005 , Y02T10/7275
摘要： PROBLEM TO BE SOLVED: To fully charge an onboard battery reliably and efficiently while a railroad vehicle is travelling in a powered section, for surely covering the next non-powered section with the charged power of the onboard battery, and to improve a safety of a high-voltage onboard battery. SOLUTION: An electric car 2 is equipped with a battery charger 25 including an onboard battery 10 and an induction motor 8, to continuously travel across a powered section and non-powered section. While the electric car 2 is travelling in the powered section, a voltage compensator 26 is controlled so as to provide such charge current as calculated based on the chargeable time acquired from operation information, to fully charge the onboard battery 10 during travelling of the electric car 2 in the powered section. In the non-powered section, the induction motor 8 receives a drive power from the onboard battery 10 that has been fully charged instead of receiving power from an overhead wire 1, so that the electric car 2 can reliably travel all the non-powered section following the powered section, with no trouble. COPYRIGHT: (C)2009,JPO&INPIT
摘要翻译：要解决的问题：在铁路车辆在动力部分行驶时，可靠且高效地对车载电池进行充分的充电，以可靠的方式用车载电池的充电功率覆盖下一个非动力部分，并且改善高压板载电池的安全。解决方案：电动车2配备有包括车载电池10和感应电动机8的电池充电器25，以连续行进通过动力部分和非动力部分。当电动汽车2在动力部分行驶时，控制电压补偿器26，以提供基于从操作信息获取的可充电时间计算出的充电电流，在电动汽车行驶期间对车载电池10充满电 2在动力部分。在非动力部分中，感应电动机8接收来自已经完全充电的车载电池10的驱动力，而不是从架空线1接收电力，使得电动轿车2可以可靠地行进所有非动力部分跟随动力部分，没有任何麻烦。版权所有（C）2009，JPO＆INPIT

2. 发明专利

JP2008172857A Charger for battery in railroad vehicle 有权
标题翻译：铁路车辆电池充电器
公开(公告)号：JP2008172857A
公开(公告)日：2008-07-24
申请号：JP2007001012
申请日：2007-01-09
申请人： Kawasaki Heavy Ind Ltd , 川崎重工業株式会社
发明人： ISHIDA TAKESHI , SUGIYAMA SHUICHI
IPC分类号： H02J7/00 , B60L11/18 , H01M10/44
CPC分类号： B60L11/14 , B60L3/0046 , B60L9/04 , B60L9/08 , B60L11/123 , B60L11/185 , B60L2200/26 , B60L2210/40 , B60L2230/30 , B60L2270/20 , Y02T10/6217 , Y02T10/7005 , Y02T10/7088 , Y02T10/7241 , Y02T90/121 , Y02T90/127 , Y02T90/128 , Y02T90/14
摘要： PROBLEM TO BE SOLVED: To reduce a charging cost, and enable a fast charge to a vehicle battery mounted in a railroad vehicle by use of a DC or AC power supply facility installed in a vehicle terminal building or a station in the middle of a running system. SOLUTION: The terminal building for the electric vehicle 1 includes: the charging battery 45 for charging the vehicle battery 7; a charging power supply 40 for charging the charging battery 45 at a constant current; rigid overhead wires 41, 42 for supplying DC power supplied from the charging battery 45 to the electric vehicle 1. The electric vehicle 1 includes: positive and negative pantographs 2a, 2b contacting the rigid overhead wires 41, 42, and receiving power from the charging battery 45; a vehicle charger 8 for charging the vehicle battery 7 with power received from the positive and negative pantographs 2a, 2b; and a charge controller 11 for controlling the vehicle charger 8 when the vehicle battery 7 is charged. COPYRIGHT: (C)2008,JPO&INPIT
摘要翻译：要解决的问题：为了减少充电成本，并且通过使用安装在车辆终端建筑物中的直流或交流电力供应设施或中间站来对搭载在铁路车辆中的车辆电池进行快速充电的运行系统。解决方案：电动车辆1的终端建筑物包括：用于对车载电池7充电的充电电池45; 用于以恒定电流对充电电池45充电的充电电源40; 用于将从充电电池45提供的直流电力提供给电动车辆1的刚性架空线41,42。电动车辆1包括：与刚性架空线41,42接触的正和负电弓2a，2b以及来自充电的接收电力电池45; 车辆充电器8，用于从正和负的受电弓2a，2b接收的电力对车载电池7充电; 以及充电控制器11，用于在车载电池7充电时控制车辆充电器8。版权所有（C）2008，JPO＆INPIT

3. 发明专利

JP2008092729A Charge-and-discharge system for battery of railway vehicle 有权
标题翻译：铁路车辆充电和放电系统
公开(公告)号：JP2008092729A
公开(公告)日：2008-04-17
申请号：JP2006272823
申请日：2006-10-04
申请人： Kawasaki Heavy Ind Ltd , 川崎重工業株式会社
发明人： ISHIDA TAKESHI , SUGIYAMA SHUICHI
IPC分类号： B60L1/00
CPC分类号： Y02T10/7241
摘要： PROBLEM TO BE SOLVED: To provide a charge-and-discharge system for a battery of a railway vehicle, which downsizes a converter to charge the battery mounted on the railway vehicle with electric power at regeneration during high-speed running, enhances recovery efficiency of the regenerative power generated by a regenerative brake, and attains effective utilization of the power by which the battery is charged. SOLUTION: A voltage compensating device 16 is connected between a DCLINK4 and the battery 11, and includes a thyristor converter 25 of a three-phase full wave rectification type and a three-phase ac power supply 26 for the thyristor converter 25. A charge-and-discharge system control device 17 controls the voltage compensating device 16. The thyristor converter 25 receives a sine wave alternating current from the three-phase ac power supply 26, and adjusts an average voltage of the sine wave alternating current continuously for voltage rise or voltage fall by changing control phase angles of six sets of thyristors S1 to S12, then charges the battery 11 with a charging current corresponding to requirements. COPYRIGHT: (C)2008,JPO&INPIT
摘要翻译：要解决的问题：为了提供一种铁路车辆的电池的放电系统，其在高速运行期间，通过在再生时的电力对安装在铁路车辆上的电池进行充电来缩小转换器，增强了通过再生制动产生的再生电力的恢复效率，并且有效利用电池被充电的电力。解决方案：电压补偿装置16连接在DCLINK4和电池11之间，并且包括三相全波整流型晶闸管转换器25和用于晶闸管转换器25的三相交流电源26。充放电系统控制装置17控制电压补偿装置16.晶闸管转换器25从三相交流电源26接收正弦波交流电，并连续调整正弦波交流电的平均电压通过改变六组晶闸管S1至S12的控制相位角，电压上升或电压下降，然后用对应于要求的充电电流对电池11充电。版权所有（C）2008，JPO＆INPIT

4. 发明专利

JP2009072003A Electric railroad system 有权
标题翻译：电力铁路系统
公开(公告)号：JP2009072003A
公开(公告)日：2009-04-02
申请号：JP2007238830
申请日：2007-09-14
申请人： Kawasaki Heavy Ind Ltd , 川崎重工業株式会社
发明人： ISHIDA TAKESHI , SUGIYAMA SHUICHI
IPC分类号： B60L9/18 , B60L1/00
CPC分类号： B60L11/1861 , B60L1/003 , B60L1/02 , B60L1/14 , B60L3/0046 , B60L7/14 , B60L9/22 , B60L11/005 , B60L11/1803 , B60L11/1864 , B60L15/007 , B60L15/2009 , B60L2200/26 , B60L2210/12 , B60L2210/14 , B60L2220/12 , B60L2240/12 , B60L2240/34 , B60L2240/421 , B60L2240/423 , B60L2240/427 , B60L2240/429 , B60L2240/547 , B60L2240/549 , B60L2260/162 , Y02T10/644 , Y02T10/7005 , Y02T10/7022 , Y02T10/7044 , Y02T10/7061 , Y02T10/7225 , Y02T10/7233 , Y02T10/7275
摘要： PROBLEM TO BE SOLVED: To provide an electric railroad system which does not require control switching at mutual translation between a stringing section and a non-stringing section, by putting together controllers of charging a battery and feeding to a drive system or the like and by connecting in parallel the battery and the drive system or the like. SOLUTION: The electric railroad system 1 includes a main feeder system 5, a power regulating unit 40, a three-phase induction motor 21 for running drive, a VVVF inverter 20, the battery 35, and a feeder system 22 for auxiliary equipment and the like, and is constituted so that a motor 21 may be driven by power from the stringing 7 in the stringing section, and the motor 21 may be driven by power from the battery 35 in the non-stringing section. The railroad system has a constitution where an input end of the power regulating unit 40 is connected to the main feeder system 5, and an output end is connected to the inverters 20, the feeder system 22 and the battery 35, and includes power control means 50 which sets a charging current to the battery 35 in the stringing section by using predetermined charging current setting means and controls the power regulating unit 40 so that the battery 35 may be charged by the charging current. COPYRIGHT: (C)2009,JPO&INPIT
摘要翻译：要解决的问题：提供一种不需要在串联部分和非串联部分之间相互平移的控制切换的电气铁路系统，通过将控制器装入电池并将其馈送到驱动系统或并且通过并联连接电池和驱动系统等。解决方案：电气铁路系统1包括主馈线系统5，功率调节单元40，用于行驶驱动的三相感应电机21，VVVF逆变器20，电池35和用于辅助的馈电系统22 设备等，并且被构造成使得电动机21可以通过来自弦线部分中的弦线7的动力驱动，并且电动机21可以通过来自非拉绳部分中的电池35的动力来驱动。铁路系统具有将功率调节单元40的输入端连接到主馈线系统5的结构，并且输出端连接到逆变器20，馈电系统22和电池35，并且包括功率控制装置 50，其通过使用预定的充电电流设定装置将充电电流设置到串联部分中的电池35，并且控制功率调节单元40，使得可以通过充电电流对电池35进行充电。版权所有（C）2009，JPO＆INPIT

5. 发明专利

JP2014204542A 車両の駆動制御装置审中-公开
标题翻译：车辆驱动控制装置
公开(公告)号：JP2014204542A
公开(公告)日：2014-10-27
申请号：JP2013078011
申请日：2013-04-03
申请人：川崎重工業株式会社 , Kawasaki Heavy Ind Ltd
发明人： ISHIDA TAKESHI , TATEISHI GO , EZAKI HIDEAKI , KAWADA HISANOSUKE , SUGIYAMA SHUICHI
IPC分类号： B60L15/20
CPC分类号： Y02T10/7275
摘要：【課題】曲線検知手段を必要としない簡易な構成と制御で車両が円滑に曲線軌道を走行できるようにする。【解決手段】車両の駆動制御装置10は、左参照速度VLDと前左並進速度VFLとの差分(VLD−VFL)ならびに左参照速度VLDと後左並進速度VBLとの差分(VLD−VBL)が共に零値に向かうよう、前左ヨー角補正トルクTFLYと後左ヨー角補正トルクTBLYとを演算出力し、右参照速度VRDと前右並進速度VFRとの差分(VRD−VFR)ならびに右参照速度VRDと後右並進速度VBRとの差分(VRD−VBR)が共に零値に向かうよう、前右ヨー角補正トルクTFRYと後右ヨー角補正トルクTBRYとを演算出力する、ヨー角補正トルク演算部130を備える。【選択図】図2
摘要翻译：要解决的问题：实现车辆以曲线检测装置和简单控制的简单结构平滑地行驶在弯曲轨道上。解决方案：车辆驱动控制装置10包括偏航角校正扭矩计算部分130，其计算并输出左左偏航角校正扭矩T和左后偏航角校正转矩Tso，左前偏转角校正扭矩Tso与左后摆动角校正转矩Tso之间的差值（VV）与左参考速度V与前左平移速度V之差（VV）左平移速度Vgo为零值，并计算并输出右右偏航角校正转矩T和右右偏转角校正转矩Tso，右前偏转角校正转矩Tso与右前偏转角校正转矩Tso之间的差（VV）（VV）在右参考速度V和后右转换速度Vgo之间变为零值。

6. 发明专利

JP2008113543A Power controller of railway car 有权
标题翻译：铁路车辆功率控制器
公开(公告)号：JP2008113543A
公开(公告)日：2008-05-15
申请号：JP2007238766
申请日：2007-09-14
申请人： Kawasaki Heavy Ind Ltd , 川崎重工業株式会社
发明人： ISHIDA TAKESHI , SUGIYAMA SHUICHI
IPC分类号： B60L15/20
CPC分类号： Y02T10/644 , Y02T10/7241 , Y02T10/7275
摘要： PROBLEM TO BE SOLVED: To improve braking performance and regeneration rate of regeneration power to a wire and to enable improvement in acceleration performance, when running at acceleration, without having to use an inverter incorporating special high-voltage, large-capacity switching elements. SOLUTION: A main inverter 7 and a sub-inverter 8 are connected in parallel to a wire 1. AC side power lines L1-L3 of the main inverter 7, and power lines L7-L9 of an induction motor 10 are connected to one ends and to the other ends of the secondary windings (Ua, Va, Wa) of a three-phase transformer 9. AC-side power lines L4-L6 of the sub-inverter 8 are connected to one ends of the primary windings (Ub, Vb, Wb) of the transformer 9, and the other ends of the primary windings are short-circuited. The winding ratio λ of the transformer 9 is 0.4. When a motor-driven car 2 is braked during high-speed running, induced voltage of approximately 140%, caused by the main inverter 7 and the sub-inverter 8, is generated in the induction motor 10, so that the braking performance is improved. COPYRIGHT: (C)2008,JPO&INPIT
摘要翻译：要解决的问题为了提高制动性能和对线的再生电力的再生率，并且为了提高加速性能，当以加速度运行时，不必使用具有特殊高压，大容量开关的逆变器元素。解决方案：主逆变器7和副逆变器8与导线1并联连接。主逆变器7的交流侧电力线L1-L3和感应电动机10的电力线L7-L9被连接到三相变压器9的次级绕组（Ua，Va，Wa）的一端和另一端。副逆变器8的交流侧电力线L4-L6连接到初级绕组的一端（Ub，Vb，Wb），并且初级绕组的另一端短路。变压器9的绕组比λ为0.4。当在高速运行中制动电动车2时，在感应电动机10中产生由主逆变器7和副逆变器8引起的大约140％的感应电压，从而改善制动性能。版权所有（C）2008，JPO＆INPIT

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