GB2537968A - Power converter for railway vehicle and railway vehicle having the same - Google Patents

Power converter for railway vehicle and railway vehicle having the same Download PDF

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Publication number
GB2537968A
GB2537968A GB1603531.3A GB201603531A GB2537968A GB 2537968 A GB2537968 A GB 2537968A GB 201603531 A GB201603531 A GB 201603531A GB 2537968 A GB2537968 A GB 2537968A
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GB
United Kingdom
Prior art keywords
voltage
power supply
output
inverter device
current control
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Granted
Application number
GB1603531.3A
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GB2537968B (en
GB201603531D0 (en
GB2537968A8 (en
Inventor
Tachihara Shuuichi
Nozaki Yuichiro
Ayata Masataka
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Hitachi Ltd
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Hitachi Ltd
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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
    • H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
    • H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
    • H02M3/1582—Buck-boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • B60L9/22—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines polyphase motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/14—Supplying electric power to auxiliary equipment of vehicles to electric lighting circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/12—Arrangements for reducing harmonics from ac input or output
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/50—Reduction of harmonics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0003—Details of control, feedback or regulation circuits
    • H02M1/0025—Arrangements for modifying reference values, feedback values or error values in the control loop of a converter
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0048—Circuits or arrangements for reducing losses
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0067—Converter structures employing plural converter units, other than for parallel operation of the units on a single load
    • H02M1/007—Plural converter units in cascade
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Inverter Devices (AREA)
  • Dc-Dc Converters (AREA)

Abstract

A power converter for a railway vehicle includes a step-up/down chopper 4 that steps up or steps down a voltage received from a DC power supply 1 and outputs the stepped up/down voltage to a DC-AC inverter device 6, which converts the DC power into three-phase AC power and supplies the converted power to an AC motor 7. The step-up/down chopper steps down the DC supply voltage when the output of the inverter decreases and steps up the DC supply voltage when the output of the inverter increases. The output of the inverter may be one of: a frequency of the three-phase AC voltage of the inverter; a voltage amplitude of the three-phase AC voltage of the inverter; a rotation frequency of the AC motor; and a speed of the railway vehicle. By reducing the voltage on the DC side of the inverter, losses caused by harmonic current can be reduced.

Description

TITLE OF THE INVENTION
POWER CONVERTER FOR RAILWAY VEHICLE AND RAILWAY VEHICLE HAVING
THE SAME
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a power converter for a railway vehicle which obtains power from a DC wire and drives an AC motor and a railway vehicle having the power converter.
2. Description of the Related Art
In recent years, movements to realize energy saving by using an energy storing device for combining an energy storing unit such as a battery and an electric double-layered capacitor with a step-up/down chopper circuit in the railway vehicle and by improving an efficiency of a device included in the railway vehicle have been accelerated.
For example, JP-5320452-B1 discloses a technique that expands an acceleration performance and regenerative braking power in a high-speed region by stepping up a voltage on a DC side of an inverter device by using an energy storing device.
Accordingly, acceleration and deceleration performances of the vehicle are improved, and further energy saving can be realized by increasing the power to be returned to the wire by expanding the regenerative braking power. Also, since a usage of an air brake in the high-speed region can be reduced, wear of a brake shoe is reduced. Accordingly, an effect to reduce a maintenance cost can be obtained.
SUMMARY OF THE INVENTION
As described above, when the energy saving of the power consumed by the railway vehicle is considered, reduction of loss generated by a device of the railway vehicle can be considered other than the improvement of the power by the regenerative brake as in JP-5320452-B1.
The device included in the railway vehicle has a high possibility to have a loss generated by the AC motor. When the loss generated by the AC motor can be reduced, further energy saving can be realized.
The loss generated by the AC motor includes a loss caused by a fundamental wave component of a current and a loss caused by a harmonic component. The loss caused by the fundamental wave component depends on the amount of the current for satisfying the acceleration and deceleration performances of the vehicle. On the other hand, regarding the loss caused by the harmonic component, when the switching frequency of the inverter device is the same, the harmonic current of the AC motor can be lowered as the voltage on a DC side of the inverter device gets lower. Therefore, when The voltage on the DC side of the inverter device can be reduced, the loss caused by the harmonic current of the AC motor can be reduced.
However, with the structure in JR-5320452-B1, although the voltage on the DC side of the inverter device can be stepped up, the voltage cannot be stepped down. Therefore, the loss caused by the harmonic current of the AC motor cannot be reduced.
A purpose of the present invention is to achieve both improvement of an acceleration performance in a high-speed region and a regenerative braking performance and reduction of a loss caused by a harmonic current of an AC motor in a power converter of a railway vehicle.
Apower converter for a railway vehicle according to the embodiments of the present invention includes a step-up/down chopper on a DC side of an inverter device. When an output of the inverter device is lower than a reference value, the step-up/down chopper lowers the voltage on the DC side of the inverter device. Also, the step-up/down chopper increases the voltage on the DC side of the inverter device according to the increase in the output of the inverter device. Accordingly, the above problem is solved.
According to the present invention, both an effect to reduce the loss caused by the harmonic current of the AC motor and an effect to improve the powering performance in the high-speed region and the regenerative braking performance can be obtained.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a diagram of a first embodiment of the present invention; Fig. 2 is a diagram of an exemplary structure of a step-up/down chopper and an inverter device; Fig. 3 is a first diagram of a relation between an inverter frequency and a harmonic current of an AC motor; Fig. 4 is a second diagram of the relation between the inverter frequency and the harmonic current of the AC motor; Fig. 5 is a diagram of a first structure for connecting an energy storing device according to a second embodiment of the present invention; Fig. 6 is a diagram of a second structure for connecting the energy storing device according to the second embodiment of the present invention; Fig. 7 is a diagram of a first structure for connecting an auxiliary power supply according to a third embodiment of the present invention; and Fig. 8 is a diagram of a second structure for connecting the auxiliary power supply according to the third embodiment of the present invention.
DESCRIPTION OF THE EMBODIMENTS
Next, embodiments of the present invention will be described.
First embodiment A first embodiment of a power converter for a railway vehicle according to the present invention will be described with reference to Figs. 1 to 4. A structure of the power converter for the railway vehicle and a step-up/down chopper according to the present invention will be described first. After that, an operation of the step-up/down chopper will be described.
The structure of the power converter for the railway vehicle according to the present invention will be described. Fig. 1 is a diagram of a structure of the first embodiment of the present invention. A DC power supply 1 surrounded by a dashed line in Fig. 1 is connected to a step-up/down chopper 4 via a filter circuit including a first reactor 2 and a first capacitor 3. The step-up/down chopper 4 steps up/down the voltage of the DC power supply 1 and outputs it.
The step-up/down chopper 4 is connected to an inverter device 6 via a second capacitor 5. The inverter device 6 converts DC power obtained from the step-up/down chopper 4 into three-phase AC power and drives an AC motor 7. Generally, the DC power supply 1 has a structure for connecting to a DC wire via a pantagraph which is a collector, a structure for obtaining the DC power by using a third-rail system, or a structure for obtaining AC power by contactless power transmission and converting it into the DC power by a rectifier. Also, as the AC motor 7, an induction motor and a permanent magnet type synchronous motor are used. In Fig. 1, a structure is described in which the inverter device 6 drives a single AC motor 7. However, the inverter device 6 may drive a plurality of AC motors Next, the structures of the step-up/down chopper 4 and the inverter device 6 will be described. Exemplary structures of the step-up/down chopper 4 and the Inverter device 6 are illustrated in Fig. 2.
First, the structure of the step-up/down chopper 4 will be described. The step-up/down chopper 4 has a first current control unit 4A and a second current control unit 4B, which is configured similarly to the first current control unit, connected in series. In the first current control unit 4A, a current control element which can conduct/interrupt the current flowing from a high pressure side to a low pressure side is combined with a diode which can conduct the current in the reverse direction of the current control element. A power supply line on the high pressure side of the first current control unit 4A is connected to a connection point between the first reactor 2 and the first capacitor 3, and a power supply line on the low pressure side cf the second current control unit 4B is connected to a power supply line on the low pressure side of the DC power supply.
Generally, as the current control element, a power semiconductor element such as an insulated gate bipolar transistor (IGBT) and a power metal oxide semiconductor field effect transistor (MOSFET) is used. These power semiconductor elements often use silicon as a material. However, in recent years, power semiconductor elements using silicon carbide (SiC) and gallium nitride (GaN) have increased, and this contributes to reduce loss of the system. Therefore, the current control element may use SiC and GaN as the material. Similarly, the current control units included in the diode and the inverter device 6 may use silicon. However, SiC and GaN maybe used for the current control units.
Also, a third current control unit 40 and a fourth current control unit 4D configured similarly to the first current control unit 4A are connected in series between a power supply line on the high pressure side of DC side of the inverter device 6 and a power supply line on the low pressure side.
In addition, a second reactor 4E is connected between a connection point between the first current control unit 4A and the second current control unit 4B and a connection point between the third current control unit 4C and the fourth current control unit 4D.
By configuring the step-up/down chopper in this way, a step-up operation and a step-down operation can be performed without depending on a direction of the current flowing between the step-up/down chopper and the inverter device. For example, when the current flows from the step-up/down chopper to the inverter device, the current control element of the first current control unit 4A is conducted, and the current control element of the fourth current control unit 4D is operated by switching its state between a conducting state and an interrupting state. Accordingly, the voltage between the step-up/down chopper and the inverter device can be stepped up. Also, the current control element of the fourth current control unit 41) is conducted, and the current control element of the first current control unit 4A is operated by switching its state between the conducting state and the interrupting state. Accordingly, the voltage between the step-up/down chopper and the Inverter device can be stepped down.
Similarly, even when the current flows from the inverter device to the step-up/down chopper, the voltage between the step-up/down chopper and the Inverter device can be stepped up/down.
An exemplary structure of the step-up/down chopper is illustrated in Fig. 2, and the present invention is not limited to the structure in Fig. 2. It is preferable thac the step-up/down chopper perform the step-up operation and the step-down operation without depending on the direction of the current flowing between the step-up/down chopper and the inverter device.
Next, the structure of the inverter device will be described. The inverter device 6 includes a seventh current control unit 6A to a 12th current control unit 6F which are configured similarly to the first current control unit 4A.
First, the seventh current control unit 6A is connected to the eighth current control unit 6B in series, and a power supply line on the high pressure side of the seventh current control unit 6A is connected to a connection point between the high pressure side of the step-up/down chopper 4 and the second capacitor 5. A power supply line on the low pressure side of the eighth current control unit 63 is connected to the power supply line on the low pressure side of the DC power supply.
Similarly to the seventh current control unit 6A and the eighth current control unit 63, the ninth current control unit 6C is connected to the tenth current control unit 63 in series, and the 11th current control unit 6E is connected to the 12th current control unit 6F in series. A power supply line on the high pressure side of the ninth current control unit 60 and the 11th current control unit 6E is connected to a connection point between the high pressure side of the step-up/down chopper 4 and the second capacitor 5, and a power supply line on the low pressure side of the tenth current control unit 63 and the 12th current control unit 6F is connected to the power supply line on the low pressure side of the DC power supply. In addition, a connection point between the seventh current control unit 6A and the eighth current control unit 68, a connection point between the ninth current control unit 60 and the tenth current control unit 6D, and a connection point between the 11th current control unit 6E and the 12th current control unit 6F are connected to the AC motor.
It has been described here that the inverter device has a two-level structure in which two current control units are connected in series per phase. However, a three-level structure may be used in which four current control units are connected in series per phase.
Next, the operation of the step-up/down chopper will be described. Fig. 3 indicates a relation between the inverter frequency which is a frequency of a three-phase AC voltage of the inverter device and a harmonic current effective value of the AC motor based on a specification corresponding to a DC electric car on the conventional lines. The inverter device operates in an asynchronous PWM mode while having a constant switching frequency. Also, the DC power supply of 1500 V is illustrated.
Under four conditions in which voltages on the DC side of the inverter device (referred to as an input voltage below) that is the result obtained by stepping up/down the voltage of the DC power supply by the step-up/down chopper are respectively 500 V, 1000 V, 1500 V, 2000 V, the harmonic current of the AC motor is illustrated in a range in which a total amplitude of a command value of the three-phase AC voltage of the inverter device (referred to as an output voltage) does not exceed the input voltage, that is, a range in which a modulation system of the inverter device does not become overmodulation.
From Fig. 3, it can be understood that the harmonic current of the AC motor gets lower as the input voltage of the inverter gets lower and the harmonic current of the AC motor increases according to the increase in the inverter frequency. Also, although not shown in Fig. 3, when the modulation system of the inverter device is the overmodulation, the harmonic current of the AC motor is further increased.
A loss caused by the harmonic current of the AC motor correlates with the amount of the harmonic current, and when the harmonic current of the AC motor is small, the loss caused by the harmonic current generated in the AC motor gets smaller.
When the input voltage of the inverter device is stepped up from the voltage lower than that of the DC power supply according to the increase in the output of the inverter device, the loss caused by the harmonic current of the AC motor can be reduced.
To reduce the loss, when the inverter frequency is equal to or lower than a first threshold frequency Fl as illustrated by a dotted line in Fig. 3, the step-up/down chopper steps down the input voltage to a first voltage value V1 lower than the DC power supply voltage and outputs it. When the inverter frequency is higher than the first threshold frequency Fl and is included in a range from the first threshold frequency Fl to a value equal to or lower than a second threshold frequency F2 that is larger than the £1, the input voltage is gradually increased in proportion to the Inverter frequency by the step-up/down chopper so that the modulation system of the inverter device does not become the overmodulation, and the input voltage is stepped up by the step-up/down chopper at the second threshold frequency F2 so as to reach a second voltage value V2 higher than the DC power supply voltage and is output. In this region, when the inverter frequency gets Larger than the second threshold frequency F2, the step-up/down chopper steps up the input voltage to the second voltage value V2 and outputs it. The inverter frequency adjusts the output voltage so that the total amplitude of the three-phase AC voltage of the inverter device does not exceed the voltage on the DC side of the Inverter device, that is, the modulation system does not become the overmodulation.
The input voltage is increased in proportion to the inverter frequency in Fig. 3. However, the input voltage may be changed in a stepwise form as illustrated in Fig. 4.
In Fig. 4, until the inverter frequency reaches a frequency lower limit value Fl, the input voltage of the inverter device is stepped down to a voltage lower limit value V1 lower than the DC power supply voltage. When the inverter frequency has reached the F1, the input voltage of the Inverter device is stepped up to a voltage value VlA higher than the Vi.
Similarly, when the inverter frequency has reached a frequency value HA higher than the F1, the input voltage of the inverter is stepped up to a voltage value VlB higher than the V1A. By repeating this, when the inverter frequency is a frequency upper value F2, the input voltage of the inverter device is stepped up so as to reach a voltage upper value V2 higher than the DC power supply voltage.
The input voltage of the Inverter device is stepped up from the V1 to the V2 in four stages in Fig. 4. However, the number of stages of the present invention is not limited to four as illustrated in Fig. 4. It is preferable that the voltage on the input side of the Inverter device be stepped up in a stepwise form so that the modulation system of the inverter device does not become the overmodulation.
Also, the inverter frequency is almost proportional to the amplitude of the output voltage. Therefore, the input voltage may be stepped up/down in proportion to the amplitude of the output voltage instead of the inverter frequency, or the input voltage may be changed in a stepwise form according to the amplitude of the output voltage. Similarly, the inverter frequency is almost the same as the rotation frequency of the AC motor. Therefore, the input voltage maybe stepped up/down in proportion to the rotation frequency of the AC motor or a speed of the railway vehicle having a proportional relation to the rotation frequency of the AC motor instead of the inverter frequency.
In this way, the step-up/down chopper steps down/up the inverter input voltage according to the inverter frequency, the amplitude of the output voltage, the rotation frequency of the AC motor, or the speed of the railway vehicle. The output voltage is reduced as the inverter frequency, the amplitude of the output voltage, the rotation frequency of the AC motor, or the speed of the railway vehicle gets smaller, and the output voltage is increased as the inverter frequency, the amplitude of the output voltage, the rotation frequency of the AC motor, or the speed of the railway vehicle gets larger. Accordingly, the loss caused by the harmonic current of the AC motor can be reduced, and in addition, a powering performance and a regenerative braking performance of the vehicle can be improved.
In addition, since the loss caused by the switching operation of the inverter device is almost proportional to the voltage on the DC side of the inverter device, not only the loss caused by the harmonic current of the AC motor but also the loss caused by the switching operation of the inverter device can be reduced.
Second embodiment A second embodiment of a power converter for a railway vehicle according to the present invention will be described with reference to Figs. 5 and 6. In the railway vehicle, in order to absorb the power by a regenerative brake, there is a case where an energy storing device is connected in which an energy storing unit such as a battery and an electric double-layered capacitor is combined with a step-up/down chopper circuit. A structure in which the power converter for the railway vehicle in Fig. 1 is connected to an energy storing device 8 is illustrated in Figs. 5 and 6. The components other than the energy storing device 8 are the same as those of the first embodiment.
In Fig. 5, a case is illustrated where the energy storing device 8 is connected to power supply lines on the high pressure side and the low pressure side between a step-up/down chopper 4 and a second capacitor 5. At this time, the energy storing device 8 includes a fifth current control unit 8A, a sixth current control unit 8B which is configured similarly to the fifth current control unit, a third reactor 8C, and an energy storing unit 61) such as the battery and the electric double-layered capacitor. In the fifth current control unit 6A, a current control element which can conduct/interrupt the current flowing from a high pressure side to a low pressure side is combined with a diode which can conduct the current in the reverse direction of the current control element. The energy storing unit 81) is connected between a connection point between the fifth current control unit 8A and the sixth current control unit 6B and a power supply line on the low pressure side. Also, the third reactor 6C is connected between a connection point between the fifth current control unit 8A and the sixth current control unit 8B and the energy storing unit 8D. Similarly to the first embodiment, the current control element and the diode may use silicon. However, SiC and GaN may be used for the current control element and the diode.
In the embodiment illustrated in Fig. 5, the energy storing device 6 is connected between the step-up/down chopper 4 and the second capacitor 5. In a case of this embodiment, the pressures of the inverter device and the energy storing device can be unified, and the inverter device can be integrated with the energy storing device. Also, since a voltage applied to the energy storing device is determined by the step-up/down chopper, there is an advantage that the effect of the fluctuation of the DC power supply voltage is hardly received.
In Fig. 5, the embodiment is illustrated in which the energy storing device 8 is connected between the step-up/down chopper 4 and the second capacitor 5. On the other hand, in the embodiment illustrated in Fig. 6, the energy storing device 8 is connected between the step-up/down chopper 4 and the first capacitor 3. In a case of this embodiment, there is an advantage that the step-up/down chopper and the energy storing device can be integrally formed and it is easy to optimally set the specification of the energy storing device according to the DC power supply voltage having a narrower fluctuation range than that of the output voltage of the step-up/down chopper.
Figs. 5 and 6 respectively have the advantages.
Therefore, it is preferable that the optimal structure be selected according to the vehicle to which the present invention is mounted.
Third embodiment A third embodiment of a power converter for a railway vehicle according to the present invention will be described with reference to Figs. 7 and 6. There is a case where the power converter for a vehicle includes an auxiliary power supply mounted thereon as a power supply for an illumination and air conditioner in the vehicle. Structures in which an auxiliary power supply 9 and a three-phase AC load 10 to which power is supplied from the auxiliary power supply are added to the first embodiment illustrated in Fig. 1 are illustrated in Figs. 7 and 6. The components other than the auxiliary power supply 9 and the three-phase AC load 10 are the same as those in the first embodiment.
In the embodiment illustrated in Fig. 7, the auxiliary power supply 9 is connected to power supply lines on the high pressure side and the low pressure side between a step-up/down chopper 4 and a second capacitor 5. In this embodiment, the auxiliary power supply 9 Includes a power converter 9A, a three-phase transformer 9B, and a third capacitor 90. Also, an output side of the three-phase transformer is connected to the three-phase AC load 10 of the illumination and the air conditioner. Similarly to the first embodiment, the current control unit included in the power converter 9Amay use silicon.
However, SIC and GaN may be used for the current control unit.
When the auxiliary power supply 9 is connected between the step-up/down chopper 4 and the second capacitor 5 as illustrated in Fig. 7, since the pressures required for the inverter device and the auxiliary power supply are the same, the specifications of these can be unified. In addition, it becomes easy to integrally form the inverter device and the auxiliary power supply. Also, since a voltage applied to the auxiliary power supply is determined by the step-up/down chopper, there is an advantage that the effect of the fluctuation of the DC power supply voltage is hardly received.
In Fig. 7, the embodiment is illustrated in which the auxiliary power supply 9 is connected between the step-up/down chopper 4 and the second capacitor 5. On the other hand, the embodiment illustrated in Fig. 6, the auxiliary power supply 9 may be connected to the connection point between the first reactor 2 and the first capacitor 3 and the power supply line on the low pressure side of the DC power supply 1. In a case of this embodiment, there is an advantage that the auxiliary power supply and the energy storing device can be integrally formed and it is easy to optimally set the specification of the auxiliary power supply according to the DC power supply voltage having a narrower fluctuation range than that of the output voltage of the step-up/down chopper.
Figs. 7 and 8 respectively have the advantages. Therefore, the optimal structure may be selected according to the vehicle to which the present invention is mounted.

Claims (9)

  1. Claims: 1. A power converter for a railway vehicle comprising: a step-up/down chopper configured to be connected between a high pressure side of a DC power supply and a low pressure side of the DC power supply and step up/down a voltage obtained from the DC power supply and output the voltage; an inverter device configured to be conne=ed to the step-up/down chopper and to include a plurality of current control units in which a current control element for conducting/interrupting a current flowing in one direction and a rectifier element for conducting a current in the reverse direction to that of the current control element are connected in parallel and to convert DC power obtained from the step-up/down chopper into three-phase AC power and output the converted power; and an AC motor configured to be driven by the three-phase AC power obtained from the inverter device, wherein the step-up/down chopper lowers the voltage to be output as the output of the inverter device gets smaller and increases the voltage to be output as the output of the inverter device gets larger.
  2. 2. The power converter for a railway vehicle according to claim 1, wherein when the output of the inverter device is equal to or lower than a first threshold, the step-up/down chopper steps down the voltage obtained from the DC power supply to a first voltage value lower than the voltage of the DC power supply and outputs it, when the output of the inverter device is larger than a second threshold which is larger than the first threshold, the step-up/down chopper steps up the voltage obtained from the DC power supply to a second voltage value higher than the voltage of the DC power supply and outputs it, and when the output of the inverter device is larger than the first threshold and is equal to or lower than the second threshold, a DC voltage to be output is gradually increased in proportion to the increase in the output of the inverter device, and the voltage obtained from the DC power supply is stepped up so as to reach the second voltage value at the second threshold and is output.
  3. 3. The power converter for a railway vehicle according to claim 2, wherein the step-up/down chopper steps up/down the voltage obtained from the DC power supply in a range from a value larger than the first threshold to a value equal to or lower than the second threshold and outputs It and adjusts the output voltage so that a total amplitude of the three-phase AC voltage of the inverter device does not exceed a voltage on a DC side of the inverter device.
  4. 4. The power converter for a railway vehicle according to claim 1, wherein when the output of the inverter device is equal to or lower than a first threshold, the step-up/down chopper steps down the voltage obtained from the DC power supply to a first voltage value lower than the voltage of the DC power supply and outputs it, when the output of the inverter device is Larger than a second threshold which is larger than the first threshold, the step-up/down chopper steps up the voltage obtained from the DC power supply to a second voltage value which is higher than the voltage of the DC power supply and outputs it, and when the output of the inverter device is Larger than the first threshold and is equal to or lower than the second threshold, the voltage to be output is increased from the first voltage value in a stepwise form according to the increase in the output of the inverter device, and the voltage obtained from the DC power supply is stepped up so as to reach the second voltage value at the second threshold and is output.
  5. 5. The power converter for a railway vehicle according to any one of the previous claims, wherein the output of the inverter device is any one of a frequency of a three-phase AC voltage of the inverter device, a voltage amplitude of the three-phase AC voltage of the inverter device, a rotation frequency of the AC motor, and a speed of a railway vehicle.
  6. 6. The power converter for a railway vehicle according to any one of the previous claims, comprising: a first reactor configured to be connected to the high pressure side of the DC power supply; a first capacitor configured to be connected between a connection point between the first reactor and the step-up/down chopper and the low pressure side of the DC power supply; a second capacitor configured to be a DC part between the step-up/down chopper and the inverter device and be connected between the high pressure side and the low pressure side; and an energy storing device configured to be connected to a side of the DC power supply of the DC part or the step-up/down chopper, wherein the energy storing device includes a first current control unit in which a first current control element for conducting/interrupting a current flowing in one direction is combined with a first rectifier element which is connected to the first current control element in parallel and conducts the current in the reverse direction to that of the first current control element, a second current control unit in which a second current control element which is connected to the first current control unit in series and conducts/interrupts a current flowing in one direction is combined with a second rectifier element which is connected to the second current control element in parallel and conducts the current in the reverse direction to that of the second current control element, an energy storing unit which is connected between a connection point between the first current control unit and the second current control unit and the low pressure side in parallel to the second current control unit, and a second reactor which is connected between a connection point between the first current control unit and the second current control unit and the energy storing unit.
  7. 7. The power converter for a railway vehicle according to any one of the previous claims, comprising: a power converter configured to convert the DC power into the three-phase AC power; an auxiliary power supply configured to include a three-phase transformer connected to the power converter with a power supply line; and a three-phase AC load configured to be connected to the three-phase transformer with the power supply line, wherein a DC side of the auxiliary power supply is connected between the step-up/down chopper and the inverter device or a side of the DC power supply of the step-up/down chopper.
  8. 8. The power converter for a railway vehicle according to any one of the previous claims, wherein a wide band gap semiconductor formed of SiC and GaN is used for at least one of the inverter device and the step-up/down chopper.
  9. 9. A railway vehicle comprising: the power converter for a railway vehicle according to any one of the previous claims; and wheels configured to be driven by the AC motor.Amendments to the claims have been filed as follows Claims: 1. A power converter for a railway vehicle comprising: a step-up/down chopper configured to be connected between a high pressure side of a DC power supply and a low pressure side of the DC power supply and step up/down a voltage obtained from the DC power supply and output the voltage; an inverter device configured to be conne=ed to the step-up/down chopper and to include a plurality of current control units in which a current control element for cr) conducting/interrupting a current flowing in one direction and a rectifier element for conducting a current in the reverse 01) direction to that of the current control element are connectedCDCO in parallel and to convert DC power obtained from the C\J step-up/down chopper into three-phase AC power and output the converted power; and an AC motor configured to be driven by the three-phase AC power obtained from the inverter device, wherein the step-up/down chopper lowers the voltage to be output as the output of the inverter device gets smaller and increases the voltage to be output as the output of the inverter device gets larger, when the output of the inverter device is equal to or lower than a first threshold, the step-up/down chopper steps down the voltage obtained from the DC power supply to a first voltage value lower than the voltage of the DC power supply and outputs it, when the output of the inverter device is larger than a second threshold which is larger than the first threshold, the step-up/down chopper steps up the voltage obtained from the DC power supply to a second voltage value higher than the voltage of the DC power supply and outputs it, and when the output of the inverter device is larger than the first threshold and is equal to or lower than the second threshold, a DC voltage to be output is gradually increased in proportion to the increase in the output of the inverter device, and the voltage obtained from the DC power supply is stepped up so as to reach the second voltage value at the second threshold and is output.2. The power converter for a railway vehicle according to claim 1, wherein the step-up/down chopper steps up/down the voltage obtained from the DC power supply in a range from a value larger than the first threshold to a value equal to or lower than the second threshold and outputs it and adjusts the output voltage so that a total amplitude of the three-phase AC voltage of the inverter device does not exceed a voltage on a DC side of the inverter device.3. A power converter for a railway vehicle comprising: a step-up/down chopper configured to be connected between a high pressure side of a DC power supply and a low pressure side of the DC power supply and step up/down a voltage obtained from the DC power supply and output the voltage; an inverter device configured to be conne=ed to the step-up/down chopper and to include a plurality of current control units in which a current control element for conducting/interrupting a current flowing in one direction and a rectifier element for conducting a current in the reverse direction to that of the current control element are connected cr) in parallel and to convert DC power obtained from the step-up/down chopper into three-phase AC power and output the o (3) converted power; and CO an AC motor configured to be driven by the three-phase C\J AC power obtained from the inverter device, wherein the step-up/down chopper lowers the voltage to be output as the output of the inverter device gets smaller and increases the voltage to be output as the output of the inverter device gets larger, when the output of the inverter device is equal to or lower than a first threshold, the step-up/down chopper steps down the voltage obtained from the DC power supply to a first voltage value lower than the voltage of the DC power supply and outputs it, when the output of the inverter device is larger than a second threshold which is larger than the first threshold, the step-up/down chopper steps up the voltage obtained from the DC power supply to a second voltage value which is higher than the voltage of the DC power supply and outputs it, and when the output of the inverter device is larger than the first threshold and is equal to or lower than the second threshold, the voltage to be output is increased from the first voltage value in a stepwise form according to the increase in the output of the inverter device, and the voltage obtained from cr) the DC power supply is stepped up so as to reach the second voltage value at the second threshold and is output.o (3) 4. The power converter for a railway vehicle according CO to any one of the previous claims, wherein C\J the output of the inverter device is any one of a frequency of a three-phase AC voltage of the inverter device, a voltage amplitude of the three-phaseACvoltage of the inverter device, a rotation frequency of the AC motor, and a speed of a railway vehicle.5. The power converter for a railway vehicle according to any one of the previous claims, comprising: a first reactor configured to be connected to the high pressure side of the DC power supply; a first capacitor configured to be connected between a connection point between the first reactor and the step-up/down chopper and the low pressure side of the DC power supply; a second capacitor configured to be a DC part between the step-up/down chopper and the inverter device and be connected between the high pressure side and the low pressure side; and an energy storing device configured to be connected to a side of the DC power supply of the DC part or the step-up/down chopper, wherein cr) the energy storing device includes a first current control unit in which a first current 01) control element for conducting/interrupting a current flowingCDCO in one direction is combined with a first rectifier element which C\J is connected to the first current control element in parallel and conducts the current in the reverse direction to that of the first current control element, a second current control unit in which a second current control element which is connected to the first current control unit in series and conducts/interrupts a current flowing in one direction is combined with a second rectifier element which is connected to the second current control element in parallel and conducts the current in the reverse direction to that of the second current control element, an energy storing unit which is connected between a connection point between the first current control =it and the second current control unit and the low pressure side in parallel to the second current control unit, and a second reactor which is connected between a connection point between the first current control unit and the second current control unit and the energy storing unit.6. The power converter for a railway vehicle according to any one of the previous claims, comprising: a power converter configured to convert the DC power into the three-phase AC power; an auxiliary power supply configured to include a three-phase transformer connected to the power converter with a power supply line; and a three-phase AC load configured to be connected to the three-phase transformer with the power supply line, wherein a DC side of the auxiliary power supply is connected between the step-up/down chopper and the inverter device or a side of the DC power supply of the step-up/down chopper.7. The power converter for a railway vehicle according to any one of the previous claims, wherein a wide band gap semiconductor formed of SiC and GaN is used for at least one of the inverter device and the step-up/down chopper.8. A railway vehicle comprising: the power converter for a railway vehicle according to any one of the previous claims; and wheels configured to be driven by the AC motor.
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