GB2541086A

GB2541086A - Railway vehicle main circuit device

Info

Publication number: GB2541086A
Application number: GB1609841.0A
Authority: GB
Inventors: Numata Yasuaki; Katagiri Masaru; Kashimura Toshihiko
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2015-07-08
Filing date: 2016-06-06
Publication date: 2017-02-08
Anticipated expiration: 2036-06-06
Also published as: DE102016212265B4; CN106335375B; JP6435239B2; CN106335375A; GB2541086B; GB201609841D0; JP2017022834A; DE102016212265A1

Abstract

A main circuit device is arranged in a railway vehicle and includes a unit frame 15 which houses a unit switch 4a, 4b and at least one resistor 13. The unit switch and the resistor(s) are disposed in a vertical position, with the unit switch located towards the side of the vehicle and the resistor(s) located towards the centre of the vehicle. The main circuit device may be suspended across an underfloor portion of the vehicle and may include a plurality of unit frames, each housing a unit switch and a resistor. A low voltage interface side of the switch may be located towards the side of the vehicle and a high voltage interface side of the switch may be located towards the centre of the vehicle. A conductive bar may be connected to the high voltage interface of the switch and the high voltage interface may be set at a position above the charging resistor via the conductive bar. The unit frame may be disposed within, and detachably fixed to, a housing of a line breaker box or a housing of an inverter device. By installing the unit switch and resistor(s) in a unit frame, assembly and connection work can be carried out and size reduction can be achieved.

Description

TITLE OF THE INVENTION

RAILWAY VEHICLE MAIN CIRCUIT DEVICE

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention relates to a railway vehicle main circuit device that houses a charging resistor and a unit switch and is disposed in a railway vehicle. 2. Description of the Related Art

In the related art, in a railway vehicle main circuit device disposed in a railway vehicle, main circuit current introduced from an overhead cable via a power collector enters a line breaker box, the main circuit current having passed the line breaker box is received in an inverter device via a filter reactor, and the main circuit current is converted to three-phase AC of variable voltage variable frequency. Subsequently, an induction motor is driven by the converted current, and furthermore the current flows to a rail through a vehicle body and a wheel, and then, the current returns to an electric power substation.

As such a railway vehicle main circuit device, for example, there is a technology in which a line breaker box in which a high-speed circuit breaker and two unit switches are housed is installed at an underfloor portion of a vehicle body of a railway vehicle in order to implement the above-described circuit (refer to JP 3-251005 A) .

SUMMARY OF THE INVENTION

In a railway vehicle main circuit device of the related art, a high-speed circuit breaker is normally in a closed state, and when a power collector is made to contact an overhead cable and one of unit switches is turned on, a filter capacitor having large capacity is charged through a charging resistor. After completion of charging, the other unit switch is turned on and the railway vehicle becomes ready to operate, and when an operator controls a master controller, a main electric motor controller actuates an electric motor in accordance with an amount of the control.

Here, as illustrated in Figs. 12 to 14, in the railway vehicle main circuit device of the related art, a high-speed circuit breaker 3, a unit switch 4, and a charging resistor 13 are housed in a line breaker box 11. However, the line breaker box 11 is formed of a plurality of chambers inside thereof, and the high-speed circuit breaker 3, unit switch 4, charging resistor 13, and other electrical components are respectively housed in the respective chambers.

More specifically, the unit switch 4 is solely housed in the chamber of the line breaker box 11, and installation of the unit switch 4, wiring of a control circuit, wiring connection work for a main circuit are carried out inside the line breaker box 11. Therefore, as illustrated in Figs. 13 and 14, it is necessary to provide a control circuit wiring connection work space SI and a main circuit wiring connection work space S2 before and behind the unit switch 4 (in railroad tie direction), and this may cause hindrance in space saving. Furthermore, the charging resistor 13 cannot be arranged close to the unit switch 4 and the unit switch 4 and the charging resistor 13 are arranged in parallel to a vehicle travel direction, thereby causing size increase of the line breaker box 11.

Additionally, in the above-described structure of the related art, connection of the control circuit wiring is carried out inside a housing of the line breaker box 11. Therefore, work must be carried out carefully so as not to drop a small screw and the like. Furthermore, size may be reduced by arranging the charging resistor 13 in a connection work space of the unit switch 4, but in the case of arranging the charging resistor 13 in the connection work space of the unit switch 4, assembly and connection work of the unit switch may become difficult. Therefore, the charging resistor 13 cannot be arranged in the connection work space, and size reduction cannot be achieved as a matter of fact.

The present invention is made in consideration of the above-described situations, and is directed to providing a railway vehicle main circuit device in which assembly and connection work can be carried out by installing the unit switch and the charging resistor in a unit frame, and furthermore, size reduction can be achieved.

To achieve the above object, provided is a railway vehicle main circuit device arranged in a railway vehicle, including: a unit frame; a unit switch housed in the unit frame; and a charging resistor housed in the unit frame, in which the unit switch is vertically disposed at a position located on a side surface side of the railway vehicle, and the charging resistor is vertically disposed at a position located on a center side of the railway vehicle.

According to the present invention, it is possible to provide a railway vehicle main circuit device in which assembly and connection work can be carried out by installing the unit switch and the charging resistor in a unit frame, and furthermore, size reduction can be achieved.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is a diagram illustrating a schematic configuration of a railway vehicle drive system according to a first embodiment of the present invention;

Fig. 2 is a diagram illustrating a schematic configuration in the vicinity of a line breaker box arranged in the railway vehicle drive system according to the first embodiment of the present invention;

Fig. 3 is a plan view schematically illustrating an internal configuration of the line breaker box according to the first embodiment of the present invention;

Fig. 4 is a diagram illustrating a circuit configuration of the line breaker box according to the first embodiment of the present invention;

Fig. 5 is a diagram schematically illustrating a state in which the line breaker box according to the first embodiment of the present invention is suspended across an underfloor portion of a vehicle body of a railway vehicle;

Fig. 6A is a side view illustrating positions of low voltage/high voltage interfaces of a unit switch housed in the line breaker box according to the first embodiment of the present invention, and Fig. 6B is a front view thereof;

Fig. 7A is a plan view illustrating a position of the high voltage interface of a charging resistor housed in the line breaker box according to the first embodiment of the present invention, and Fig. 7B is a front view thereof;

Fig. 8A is a plan view illustrating a unit including the unit switch and the charging resistor according to the first embodiment of the present invention, Fig. 8B is a side view thereof, and Fig. 8C is a front view thereof;

Fig. 9A is an exploded perspective view schematically illustrating the unit including the unit switch and the charging resistor according to the first embodiment of the present invention, and Fig. 9B is a perspective view schematically illustrating an assembled state;

Fig. 10 is a plan view schematically illustrating an internal configuration of an inverter device according to a second embodiment of the present invention;

Fig. 11 is a diagram schematically illustrating a state in which an inverter device according to the second embodiment of the present invention is suspended across an underfloor portion of a vehicle body of railway vehicle;

Fig. 12 is a perspective view schematically illustrating an internal configuration of a line breaker box in the related art;

Fig. 13 is a plan view schematically illustrating the internal configuration in a cross-sectional view taken along a line A- A in Fig. 12; and

Fig. 14 is a perspective view schematically illustrating a unit switch in the related art.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Next, a railway vehicle main circuit device according to embodiments of the present invention will be described with reference to the drawings. Note that the embodiments described below are examples to describe the present invention, and the present invention is limited to these embodiments. Therefore, the present invention can be implemented in various modes unless otherwise departing from the gist thereof. Incidentally, in the respective drawings, the thickness, size, enlargement/reduction ratios, etc. of each component are illustrated in a manner not conforming to actual ones for ease of comprehension.

First embodiment

Fig. 1 is a diagram illustrating a schematic configuration of a railway vehicle drive system according to a first embodiment; Fig. 2 is a diagram illustrating a schematic configuration in the vicinity of a line breaker box arranged in the railway vehicle drive system; Fig. 3 is a plan view schematically illustrating an internal configuration of the line breaker box; Fig. 4 is a diagram illustrating a circuit configuration of the line breaker box; Fig. 5 is a diagram schematically illustrating a state in which the line breaker box is suspended across an underfloor portion of a vehicle body of railway vehicle;

Figs. 6A and 6B are views illustrating positions of low voltage /high voltage interfaces of a unit switch housed in the line breaker box (6A is a side view and 6B is a front view); Figs. 7A and 7B are views illustrating a position of a high voltage interface of a charging resistor housed in the line breaker box (7A is a plan view and 7B is a front view); Figs. 8A to 8C are views illustrating a unit including the unit switch and the charging resistor (8A is a plan view, 8B is a side view, and 8C is a front view); Figs. 9A and 9B are views schematically illustrating the unit including the unit switch and the charging resistor (9A is an exploded perspective view and 9B is a perspective view illustrating an assembled state).

Note that a "vehicle center side" represents a direction located on a center side of a vehicle when a line breaker box 11 is disposed at an underfloor portion of a vehicle body 8, and "vehicle side surface side" represents a direction located on a side surface side (outer side) of the vehicle when the line breaker box 11 is disposed at the underfloor portion of the vehicle body 8.

As illustrated in Figs. 1 and 2, in a railway vehicle drive system 100 according to the first embodiment, main circuit current is introduced from an overhead cable 1 via a power collector 2 and enters the line breaker box 11, and then the main circuit current having passed the line breaker box 11 is received in an inverter device 6 via a filter reactor 5. The current received in the inverter device 6 is converted to three-phase AC of variable voltage variable frequency, and drives an induction motor 7. Furthermore, the current flows into a rail 10 through a vehicle body 8 and a wheel 9 and returns to an electric power substation not illustrated.

As illustrated in Figs. 3 to 9B, a high-speed circuit breaker 3 and unit switch/charging resistor units 14, 24 are housed in the line breaker box 11. The unit switch/charging resistor units 14, 24 each include unit switches 4a, 4b, a charging resistor 13, and a unit frame 15 that houses the unit switches 4a, 4b and the charging resistor 13. The unit switch/charging resistor unit 14 and the unit switch/charging resistor unit 24 are arranged in parallel to a vehicle travel direction as illustrated in Fig. 3.

Thus, in the first embodiment, provided is a configuration in which the unit switches 4a, 4b and the charging resistor 13 are unitized per function (two functional units in the first embodiment: unit switch/charging resistor units 14, 24) . The functional units referred herein indicate, for example, the unit switch/charging resistor unit 14 and the unit switch/charging resistor unit 24, and these units are respectively unitized by different functions (roles), for example, charging different capacitors and so on. Note that, in the first embodiment, the unit switch/charging resistor units 14, 24 correspond to the "railway vehicle main circuit device" of the present invention.

Normally, the high-speed circuit breaker 3 is in a closed state. When the power collector 2 is made to contact the overhead cable 1 and the unit switch 4a is turned on, the filter capacitor 12 having large capacity is charged via the charging resistor 13. After completion of charging, the unit switch 4b is turned on, and the vehicle becomes ready to operate. When an operator controls a master controller not illustrated, a main electric motor controller inside the inverter device 6 actuates an electric motor not illustrated in accordance with an amount of the control.

Meanwhile, since the unit switch/charging resistor unit 14 and the unit switch/charging resistor unit 24 have the same configuration, a configuration of the unit switch/charging resistor unit 14 will be described here.

The unit switches 4a and 4b are arranged in parallel to the vehicle travel direction inside the unit frame 15, and three charging resistors 13 are disposed on the vehicle center side in a railroad tie direction of the unit switches 4a, 4b inside unit frame 15.

The unit frame 15 is substantially L-shaped in a front view as illustrated in Figs. 8A to 9B. The unit frame 15 includes a bottom surface 151, a back surface 152 erected at a vehicle center side end portion of the bottom surface 151, and side surfaces 153, 154 disposed on both sides of the bottom surface 151 and the back surface 152.

As illustrated in Figs. 5, 6, 8A to 9B, the unit switches 4a, 4b are arranged vertically inside the unit frame 15 in a manner such that control circuits, namely, low voltage interface 31 sides of the unit switches 4a, 4b are located on the vehicle side surface side and a main circuit, namely, high voltage interface 32 sides of the unit switches 4a, 4b are located on vehicle center side.

As illustrated in Figs. 5 and 7A to 9B, the charging resistor 13 is arranged more on the vehicle center side than the unit switches 4a, 4b inside the unit frame 15 (more specifically, more on the high voltage interface 32 sides of the unit switches 4a, 4b). The charging resistor 13 is arranged vertically in a manner such that a high voltage interface 30 side thereof is located on the vehicle center side.

Here, positions of the high voltage interfaces 32 of the unit switches 4a, 4b are hidden behind the charging resistor 13 when unitized, and connection cannot be made with the outside. Therefore, as illustrated in Figs. 8A to 8C, the high voltage interface 32 is led to an upper portion of the charging resistor 13 by using a conductive member such as a conductive bar 33, and the position of the high voltage interface 32 is set as a position of a high voltage interface 34 of the unit switch/charging resistor unit 14. Thus, connection can be made with the outside by setting the interface in a place where connection with the outside can be easily carried out.

Furthermore, the unit frame 15 is fixed to the line breaker box 11 at fixing positions including both end portion sides 37a, 37b of the bottom surface 151 on the vehicle side surface side and both upper end sides 36a, 36b of the back surface 152. In other words, in the first embodiment, the unit frame 15 is fixed to the line breaker box 11 by fastening two diagonal corners first and then the other two diagonal corners. The above fixing positions require installation margins with the line breaker box 11 at the upper portion of the back surface 152, but do not require such a margin at the lower portion. Therefore, a dimension in a height direction of the unit frame 15 (i.e., unit switch/charging resistor unit 14) can be reduced. Therefore, it is possible to obtain a unit having a size that can be fitted in a narrow space between the rail 10 and the underfloor portion of the vehicle body 8.

Meanwhile, the unit frame 15 can be detachably fixed to the line breaker box 11 with a desired fixing member such as a bolt and a screw.

Furthermore, since the unit frame 15 is fixed to the line breaker box 11 by fastening the two diagonal corners first and then the other two, vibration resistance can be improved. Moreover, since the unit is independent itself, installation is simple at the time of installing the unit in the line breaker box 11 because the unit is only to be slid on the bottom surface 151 and inserted into the line breaker box 11.

Thus, the unit switch/charging resistor units 14, 24 are separately unitized per desired function instead of forming all of the unit switches 4a, 4b and the charging resistor 13 disposed inside the line breaker box 11 as one unit. Therefore, the charging resistor 13 can be arranged in a main circuit wiring connection work space for each of the unit switches 4a, 4b, and the size of the line breaker box 11 can be reduced. Also, since control circuit wiring connection work for the unit switches 4a, 4b is carried out outside the line breaker box 11, a small screw to connect the control circuit wiring is easily handled. Furthermore, since the high voltage interface 32 sides of the unit switches 4a, 4b and the charging resistor 13 are arranged on the vehicle center side, high-voltage wiring can be gathered near a high voltage interface 40 of the line breaker box 11, and a main circuit wiring length can be shortened. Moreover, at the time of changing a component constituting the unit switches 4a, 4b also, the component change can be carried out on the vehicle side surface side same as the related art because a connection work space on the low voltage interface 31 side is provided same as the related art.

Additionally, since the unit switch/charging resistor unit is unitized per desired function, mass of one unit is reduced, and attachment/detachment of the unit inside the line breaker box 11 is facilitated at the time of manufacturing and inspection. Furthermore, in the case of failure in an electric component, only a unit including the concerning electric component is detached from the line breaker box 11 for replacement, and time and labor for attachment/detachment are saved compared to a case where all of the unit switches 4a, 4b and the charging resistor 13 are formed in one unit.

Additionally, as illustrated in Fig. 4, in the unit switch/charging resistor units 14, 24, the number of main circuit interfaces with the outside can be minimized to two points. Furthermore, the unit switch/charging resistor units 14, 24 can be easily attached to/detached from the line breaker box 11 only by attaching/detaching the fixing member to fix the unit frame 15 and the two points of interfaces .

Moreover, there are effects in the unitization, for example: operability is improved by off-line setup, productivity is improved by parallelized work, and design time is saved by diverting cases.

Meanwhile, when the charging resistors 13 is arranged in parallel on the vehicle travel direction side of the unit switch 4 inside the line breaker box 11 like the related art (refer to Figs. 12 and 13), not only a dimension in the vehicle travel direction of the line breaker box 11 is increased but also a gap larger than an insulation distance is formed between the unit switches 4, thereby causing further size increase of the line breaker box 11.

Therefore, when the charging resistor 13 is arranged in an erected manner like the first embodiment, the electric components can be housed more densely and the dimension in the vehicle travel direction can be reduced.

At this point, following conditions are required: the line breaker box 11 can be fitted in the narrow space between the rail 10 and the underfloor portion of the vehicle body 8; the charging resistor 13 can be installed in the unit frame 15; the unit switch/charging resistor units 14, 24 can be detachably attached to the line breaker box 11; the dimension in the vehicle travel direction is minimized; vibration resistance required for a component to be installed in the railway vehicle is secured; and each of the unit switch/charging resistor units 14, 24 is solely independent. The unit switch/charging resistor units 14, 24 satisfy these requirements.

Meanwhile, in the first embodiment, the description has been given for the case where the two unit switch/charging resistor units 14, 24 are disposed in the prescribed positions, but not limited thereto, the number of units can be suitably determined as desired. Furthermore, the number of charging resistors 13 disposed in one unit can be suitably determined as desired.

Second embodiment

Next, a second embodiment of the present invention will be described with reference to the drawings. Fig. 10 is a plan view schematically illustrating an internal configuration of an inverter device according to a second embodiment, and Fig. 11 is a diagram schematically illustrating a state in which an inverter device according to the second embodiment is suspended across an underfloor portion of a vehicle body of a railway vehicle Note that, in the second embodiment, a component same as a component described in a first embodiment is denoted by the same reference sign and a description therefor will be omitted.

As illustrated in Figs. 10 and 11, a railway vehicle drive system according to the second embodiment differs from a railway vehicle drive system according to a first embodiment in that a unit switch/charging resistor unit 14 is disposed in an inverter device 6 and the inverter device 6 is disposed at the underfloor portion of a vehicle body 8 of the vehicle.

As illustrated in Figs. 10 and 11, the unit switch/charging resistor units 14 disposed in the inverter device 6 according to the second embodiment is vertically arranged in a manner such that high voltage interface 32 sides of unit switches 4a, 4b are located on a high voltage interface 50 side (vehicle center side) of the inverter device 6. Furthermore, a charging resistor 13 is arranged on the high voltage interface 32 sides of the unit switches 4a, 4b. Note that a reference number 45 indicates a cooler.

Same as the first embodiment, positions of the high voltage interfaces 32 of the unit switches 4a, 4b are set by leading the high voltage interfaces 32 to an upper portion of the charging resistor 13 by using a conductive member such as a conductive bar 33 (not illustrated in the second embodiment), and the positions of the high voltage interfaces 32 are set as a position of a high voltage interface 34 of the unit switch/charging resistor unit 14. Thus, in the case of disposing the unit switch/charging resistor unit 14 inside the inverter device 6 also, connection can be made with the outside by setting the interface in a place where connection with the outside can be easily carried out.

Furthermore, same as the first embodiment, the unit switch/charging resistor unit 14 is detachably fixed to a predetermined position of the inverter device 6 by fixing a unit frame 15 to a housing of the inverter device 6.

Thus, even in the case where the unit switch/charging resistor unit 14 is disposed inside the inverter device 6, requirements same as the first embodiment can be satisfied, and the same effects can be obtained, for example: assembly and connection work can be carried out and size reduction can be achieved.

Meanwhile, in the second embodiment, the case of disposing the unit switch/charging resistor unit 14 in the inverter device 6 has been described, but not limited thereto, a plurality of units such as unit switch/charging resistor units 14, 24 can be disposed in the inverter device 6.

Furthermore, the railway vehicle main circuit device according to the present invention is applicable to kinds of apparatuses other than the line breaker box 11 and the inverter device 6 as desired.

Claims

What is claimed is:

1. A railway vehicle main circuit device arranged in a railway vehicle, comprising: a unit frame; a unit switch housed in the unit frame; and a charging resistor housed in the unit frame, wherein the unit switch is vertically disposed at a position located on a side surface side of the railway vehicle, and the charging resistor is vertically disposed at a position located on a center side of the railway vehicle .

2. The railway vehicle main circuit device according to claim 1, wherein a plurality of unit frames each housing the unit switch and the charging resistor is provided, and the unit switch and the charging resistor are configured to be housed in each of the unit frames per functional unit.

3. The railway vehicle main circuit device according to claim 1 or 2, wherein the main circuit device is suspended across an underfloor portion of a railway vehicle.

4. The railway vehicle main circuit device according to claim 1, wherein the unit switch is disposed in a manner such that a low voltage interface side is located on a side surface side of the railway vehicle and a high voltage interface side is located on a center side of the railway vehicle; and the charging resistor is disposed on the high voltage interface side of the unit switch.

5. The railway vehicle main circuit device according to claim 1, wherein a conductive member is connected to a high voltage interface of the unit switch, and the high voltage interface of the unit switch is set at a position above the charging resistor via the conductive member.

6. The railway vehicle main circuit device according to claim 1, wherein the unit frame that houses the unit switch and the charging resistor is disposed inside a housing of a line breaker, and the unit frame is set by detachably fixing, to the housing of the line breaker, both sides on the side surface sides of the railway vehicle of the unit frame and both upper end sides on a center side of the railway vehicle of the unit frame.

7. The railway vehicle main circuit device according to claim 1, wherein the unit frame housing the unit switch and the charging resistor is disposed inside a housing of an inverter device.

8. The railway vehicle main circuit device according to claim 7, wherein the unit frame is set by detachably fixing, to the housing of the inverter device, both sides on the side surface sides of the railway vehicle of the unit frame and both upper end sides on a center side of the railway vehicle of the unit frame.