JP2008086077A - Railroad vehicle drive control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railroad vehicle drive control device which can prevent a motor circuit switch from being released due to the unnecessary overcurrent detection of a transitional current to a smoothing capacitor. <P>SOLUTION: The railroad vehicle drive control device is characterized in that: a permanent magnet motor for driving a vehicle by converting a power supply voltage to an arbitrary voltage and an n-phase AC voltage (n is an arbitrary number indicating the number of phases of alternate currents) of an arbitrary frequency is provided with a power conversion means which feeds AC power, a current detection means which detects a current flowing to an arm of each phase of the power conversion means or to a switching element, and an overcurrent detection means which detects an overcurrent with an output of the current detection means as an input; and the overcurrent detection means changes a determination value of a current which detects the overcurrent when the power conversion means is operated and when the power conversion means is stopped in operation with respect to the determination value for detecting the overcurrent by comparing the current with an output of the current detection means. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

The present invention relates to a railway vehicle drive control device for controlling the driving of a railway vehicle using an electric motor as a drive source.

FIG. 49 shows the configuration of a conventional railway vehicle drive control device.

1 is a DC power supply overhead line, 2 is a current collector, 3 is a DC circuit breaker, 4 is a DC circuit switch, 5 is a charging switch, 6 is a charging circuit resistor, 7 is a smoothing reactor, 8 is a wheel, 9 is a return rail, 10 is power conversion means, 12 is a second power conversion circuit that is a chopper circuit, 13A, 1
3B is a switching element of a chopper circuit, 15 is a smoothing capacitor, 16 is a DC voltage detecting means, 21 is a permanent magnet motor that drives the vehicle, 22 is a first power conversion circuit that is an inverter circuit, and 23U to 23Z are inverter circuits The switching element 25 is a motor circuit switch of a circuit between the power conversion means and the permanent magnet motor, and 26U and 26W are current detection means for detecting a current flowing in the motor circuit.

The second power conversion circuit 12 that is a chopper circuit includes switching elements 13A to 13B. By arbitrarily turning these two switching elements ON / OFF,
It has a function of converting a DC voltage supplied from an overhead line as a power source into a DC voltage having an arbitrary voltage. The second power conversion circuit 12 in which the switching element 13A is provided, and the second power conversion circuit 12 in which the input side DC circuit positive side end and the output side DC circuit positive side end are provided, and the second power in which the switching element 13B is provided. The circuit part of the input side DC circuit positive side end and the DC circuit negative side end of the conversion circuit 12 is referred to as an arm of the second power conversion circuit 12.

The first power conversion circuit 22 that is an inverter circuit includes switching elements 23U to 23Z. By arbitrarily turning on and off these six switching elements, the DC voltage is changed to an arbitrary voltage and an arbitrary voltage. It has a function of converting to a frequency three-phase AC voltage. 49, the portion of the circuit in which the switching elements 23U to 23Z are provided, that is, between the symbols P and U, between P and V, between P and W, between N and U, in FIG. , N and V, and a portion between N and W is referred to as an arm of the first power conversion circuit 22. A DC voltage that is a power source of the first power conversion circuit 22 is supplied by the second power conversion circuit 12.

The permanent magnet motor 21 is supplied with the three-phase AC power of the U-phase current Iu, the V-phase current Iv, and the W-phase current Iw from the power conversion means 10. At this time, line voltages Vuv, Vvw, and Vwu are applied to the terminals of each permanent magnet motor 21.

The DC circuit breaker 3 is functionally a kind of switch, and connects / disconnects a circuit between an overhead line, which is a DC power supply, and a railway vehicle drive control device.

The charging switch 5 and the charging circuit resistor 6 charge the smoothing capacitor 15 provided in the intermediate DC circuit between the first power conversion circuit 22 and the second power conversion circuit 12 before starting the power conversion circuit. Is to do.

The smoothing capacitor 15 is output from the second power conversion circuit 12 and output from the first power conversion circuit 22.
Has the effect of stabilizing the DC voltage supplied to the.

The motor circuit switch 25 is provided in a three-phase AC circuit between the power conversion means 10 and the permanent magnet motor 21, and a three-phase AC circuit between the power conversion means 10 and the permanent magnet motor 21 is turned on. It is for opening.

Here, the motor circuit switch 25 is added to the conventional railway vehicle drive control device for an induction motor when a permanent magnet motor is applied as an electric motor for driving the railway vehicle instead of the conventional induction motor. It is an essential part.

In the case of a railway vehicle, even if the railway vehicle drive control device breaks down, staying at the place where the failure occurred will hinder the operation of other trains traveling on the same route, so the nearest station ,
Or there is a special technical requirement for a railway vehicle that it is necessary to be able to route a failed train to the garage for repair. Permanent magnet motors have the advantage that the efficiency of the motor is high compared to induction motors conventionally used as drive motors for railway vehicles,
When the permanent magnet motor is rotating, an induced voltage is generated at the terminal of the permanent magnet motor by the magnetic flux of the permanent magnet. When the switching element built in the power conversion means of the railway vehicle drive control device fails in the short-circuit mode, the terminals of the permanent magnet motor are short-circuited to form a closed circuit. For this reason, when the permanent magnet motor rotates, current flows from the permanent magnet motor to the failed power conversion means due to the induced voltage, and damage is further expanded. At this time, a braking force is generated in the permanent magnet motor due to the current flowing in the closed circuit between the permanent magnet motor and the failed power conversion means. Therefore, the railway vehicle cannot be forwarded. For this reason,
For example, current detection means 26U, 26 provided between the power conversion means 10 and the permanent magnet motor 21
An abnormality is detected in the output current of the power conversion means 10 by W, or the DC voltage detector 16
When the protection function detects that the power conversion means has failed by a method such as detecting an abnormality in the DC voltage with respect to the smoothing capacitor 15, it is necessary to open the circuit between the permanent magnet motor 21 and the power conversion means 10. There is. For this purpose, for example, a method as shown in Patent Document 1 is proposed, and a switch is provided in a circuit between the power conversion means and the permanent magnet motor.

FIG. 50 is a diagram showing a configuration of a control unit and a control circuit for turning on and off the switch of the conventional railway vehicle drive control device shown in FIG.

101 is a control circuit power supply, 102 is a control circuit power supply ground, and 103 is a control unit.

The control unit 103 includes a charging switch insertion command signal for switching on and off the charging switch 5;
An AC circuit switch input command signal for opening and closing the DC circuit switch 4 and an electric circuit switch input command signal for opening and opening the motor circuit switch 25 are output.

The relay 106 a is a control circuit that supplies power to the drive operation coil 105 of the charging switch 5, and is turned on by a charging switch input command signal from the control unit 103.

The relay 106 b is a control circuit that supplies power to the drive operation coil 104 of the DC circuit switch 4, and is turned on by a DC circuit switch input command signal from the control unit 103.

The relay 106 c is a control circuit that supplies power to the drive operation coil 125 of the motor circuit switch 25, and is turned on by a motor circuit switch input command signal from the control unit 103.

When the operation of the railway vehicle drive control device is started, or when the operation is started again after the railway vehicle drive control device is temporarily stopped because the protection function has detected protection during traveling, first, the charging switch 5 is turned on. The smoothing capacitor 15 provided in the intermediate DC circuit is charged. Switch 5 for charging
Is applied, the smoothing capacitor 15 is charged by the current limited by the charging circuit resistor 6 via the antiparallel diode of the switching element 13A. After the charging of the smoothing capacitor 15 is completed, the DC circuit switch 4 is turned on, the motor circuit switch 25 is turned on, and the charging switch 5 is opened.

As for the timing of turning on the DC circuit switch 4 and the motor circuit switch 25, the charging switch 5 in consideration of the charging time determined in advance from the resistance value of the charging circuit resistor 6 and the capacitance of the smoothing capacitor 15. When the charging time has elapsed after turning on, the DC circuit switch 4 and the motor circuit switch 25 are turned on and the charging switch 5 is opened. Or as another method, the detection value of the DC voltage detector 16 is monitored, and when the voltage of the smoothing capacitor 15 exceeds a preset threshold value, the DC circuit switch 4 and the motor circuit switch 25 are turned on and charged. The switch 5 may be opened.

After the DC circuit switch 4 and the motor circuit switch 25 are turned on to form the circuit of the railway vehicle drive control device, the first power conversion circuit 22 and the second power conversion circuit 12 are built in switching elements. Starts by starting the ON / OFF operation.
JP-A-8-182105

However, the conventional railway vehicle drive control device has the following problems when the operation of the railway vehicle drive control device is started.

The permanent magnet motor generates an induced voltage due to the magnetic flux of the permanent magnet at its terminal as the rotor rotates. That is, an induced voltage is generated at the terminal of the permanent magnet motor while the railway vehicle is traveling.

When the operation of the railway vehicle drive control device is started during traveling, the DC voltage Vdc charged in advance in the smoothing capacitor is not less than the peak value Vm (see FIG. 51) of the induced voltage between the terminals of the permanent magnet motor. In some cases, no problem occurs because no current flows through the circuit between the power conversion means and the permanent magnet motor at the moment when the motor circuit switch is turned on.

On the other hand, when the operation of the railway vehicle drive control device is started during traveling, when the DC voltage Vdc precharged in the smoothing capacitor is smaller than the peak value Vm of the induced voltage between the terminals of the permanent magnet motor, the motor At the moment when the circuit switch is turned on, an anti-parallel diode of the switching element incorporated in the first power conversion circuit of the power conversion means from the permanent magnet motor is generated by the induced voltage between the terminals of the rotating permanent magnet motor. Thus, a transient current that charges the smoothing capacitor to a DC voltage rectified by the antiparallel diode flows. An example of this transient current is shown in FIG.
Shown in The transient current is actually a current due to an alternating voltage induced with the rotation of the rotor of the permanent magnet motor, but in FIG. 52, it is expressed as a direct current amount as the magnitude of the transient current. When the protection function of the railway vehicle drive control device detects an overcurrent due to this transient current, the control unit opens the motor circuit switch of the circuit that has become the overcurrent, and the railcar drive control device cannot be started. .

For power converters that drive electric motors used in factories, etc., if the power converter stops when the motor is rotating and protection is detected, the power converter must be restarted after the motor stops. Is possible.

On the other hand, in the case of a railway vehicle, when the railway vehicle drive control device detects a protection and stops while traveling, the method of stopping the railway vehicle and then restarting the railway vehicle drive control device is the same route Therefore, it is desirable that the railway vehicle drive control device can be restarted without temporarily stopping the railway vehicle. In other words, the railway vehicle drive control apparatus has a technical problem peculiar to the railway vehicle that the railway vehicle drive control apparatus must be able to start normally even while the vehicle is running, that is, while the permanent magnet motor is rotating.

In addition, the power of the railway vehicle drive control device is generally supplied to the vehicle by an overhead line (or feeder), and this power supply voltage (overhead voltage) is the driving state (acceleration, Or a power regenerative brake) or a load of a power source, that is, a substation. For example, a voltage of about 10% to 20% of the rated voltage may suddenly change.

When the power supply voltage suddenly rises while the power conversion means of the railway vehicle drive control device is stopped, the difference between the voltage charged in the smoothing capacitor and the suddenly raised power supply voltage causes the power supply side (the overhead line side) A transient current flows from the capacitor to the smoothing capacitor. An example of this is shown in FIG.

The railway vehicle drive control device has a technical problem that it must be able to operate without detecting unnecessary protection against fluctuations in the power supply voltage (overhead voltage).

The present invention has been made in view of this technical problem, and unnecessarily detects a transient current to a smoothing capacitor incorporated in a railway vehicle drive control device to open a motor circuit switch. It is an object of the present invention to provide a railway vehicle drive control device that can prevent the above.

In order to solve such a problem, the railway vehicle drive control device according to claim 1 of the present invention provides a power supply voltage having an arbitrary voltage and an n-phase AC voltage having an arbitrary frequency (where n represents an arbitrary number of AC phases). Power conversion means for supplying AC power to a permanent magnet motor that drives the vehicle after being converted into a number), current detection means for detecting a current flowing through an arm or switching element of each phase of the power conversion means, and the current detection An overcurrent detection means for detecting an overcurrent using the output of the means as an input, wherein the overcurrent detection means uses the power conversion means for a discriminating value of a current for detecting an overcurrent compared with an output of the current detection means. The discriminating value of the current for detecting the overcurrent is changed depending on whether the is operating or stopped.

The railcar drive control device according to claim 2 of the present invention converts the power supply voltage into an n-phase AC voltage having an arbitrary voltage and an arbitrary frequency (n is an arbitrary number representing the number of AC phases). Power conversion means for supplying AC power to a permanent magnet motor that drives the vehicle, current detection means for detecting a current in a circuit between the power conversion means and the permanent magnet motor, and an output of the current detection means Overcurrent detection means for detecting an overcurrent of the power conversion means, and the overcurrent detection means uses the power conversion means for a discriminating value of a current for detecting an overcurrent compared with an output of the current detection means. The discriminating value of the current for detecting the overcurrent is changed depending on whether the is operating or stopped.

Moreover, the railway vehicle drive control device according to claim 3 of the present invention converts the power supply voltage into an n-phase AC voltage having an arbitrary voltage and an arbitrary frequency (n is an arbitrary number representing the number of AC phases). Power conversion means for supplying AC power to a permanent magnet motor that drives a vehicle, current detection means for detecting a current flowing through an arm or switching element of each phase of the power conversion means, and an output of the current detection means as inputs An overcurrent detection means for detecting an overcurrent, the overcurrent detection means having a current discriminating value for detecting an overcurrent compared to an output of the current detection means in a direction of a current flowing through the arm or the switching element; It is characterized in that the discriminant value is different.

Moreover, the railway vehicle drive control device according to claim 5 of the present invention converts the power supply voltage into an n-phase AC voltage having an arbitrary voltage and an arbitrary frequency (n is an arbitrary number representing the number of AC phases). Power conversion means for supplying AC power to an AC motor for driving a vehicle is provided, and the power conversion means converts the DC voltage into an arbitrary voltage and an n-phase AC voltage of an arbitrary frequency and outputs the first electric power. And a second power conversion circuit that converts a DC or AC power supply voltage into an arbitrary DC voltage and supplies power to the first power conversion circuit. The second power conversion circuit Current detecting means for detecting a current flowing through the arm or the switching element, and an overcurrent detecting means for detecting an overcurrent with an output of the current detecting means as an input, wherein the overcurrent detecting means is an output of the current detecting means. Overcurrent compared to The discrimination value of the current output, in a case where the power conversion unit is stopped and when operating, and changes the determination value of the current to detect an overcurrent.

According to a sixth aspect of the present invention, there is provided a railway vehicle drive control device that converts power supply voltage into an AC voltage having an arbitrary voltage and an arbitrary frequency, and supplies power to an AC motor that drives the vehicle. A current detection means for detecting a current flowing in a circuit between the power conversion means and a power supply; and an overcurrent detection means for detecting an overcurrent with an output of the current detection means as an input, the overcurrent detection means comprising: The discriminating value of the current for detecting the overcurrent compared with the output of the current detection means,
The discriminating value of the current for detecting the overcurrent is changed between when the power conversion means is operating and when it is stopped.

Moreover, the railway vehicle drive control apparatus according to claim 10 of the present invention converts the power supply voltage into an n-phase AC voltage having an arbitrary voltage and an arbitrary frequency (n is an arbitrary number representing the number of AC phases). Power conversion means for supplying AC power to an AC motor for driving a vehicle is provided, and the power conversion means converts the DC voltage into an arbitrary voltage and an n-phase AC voltage of an arbitrary frequency and outputs the first electric power. A conversion circuit;
A second power conversion circuit that converts a DC or AC power supply voltage into an arbitrary DC voltage and supplies power to the first power conversion circuit is built-in, and an arm or switching of the second power conversion circuit Current detection means for detecting a current flowing through the element; and overcurrent detection means for detecting an overcurrent using the output of the current detection means as an input, the overcurrent detection means being compared with the output of the current detection means. The discriminant value of the current for detecting the overcurrent is set to a discriminant value that differs depending on the direction of the current flowing through the arm or the switching element.

According to a twelfth aspect of the present invention, the railcar drive control device converts the power source voltage into an n-phase AC voltage having an arbitrary voltage and an arbitrary frequency (n is an arbitrary number representing the number of AC phases). Power conversion means for supplying AC power to a permanent magnet motor for driving the vehicle, current detection means for detecting current flowing in the electric vehicle control device, and detecting an overcurrent based on the output of the current detection means. Features.

ADVANTAGE OF THE INVENTION According to this invention, the rail vehicle drive control apparatus which can prevent the transient electric current to a smoothing capacitor detecting an overcurrent unnecessarily and opening an electric motor circuit switch can be provided.

(First embodiment)
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a configuration of a railway vehicle drive control device according to a first embodiment of the present invention. Each component of FIG. 1 is demonstrated below. 1 is a DC power supply overhead line, 2 is a current collector, 3 is a DC circuit breaker, 4 is a DC circuit switch, 5 is a charging switch, 6 is a charging circuit resistor, 7 is a smoothing reactor, 8 is a wheel, 9 is a return rail, 10 is power conversion means, 12 is a second power conversion circuit that is a chopper circuit, 13A, 13B
Is a switching element of a chopper circuit, 15 is a smoothing capacitor, 16 is a DC voltage detecting means,
21 is a permanent magnet motor for driving the vehicle, 22 is a first power conversion circuit that is an inverter circuit, 23U to 23Z are switching elements of the inverter circuit, and 24U to 24Z are for detecting the current flowing through each arm of the inverter circuit. The current detection means 25 is a motor circuit switch of a circuit between the power conversion means and the permanent magnet motor.

The second power conversion circuit 12 is a chopper circuit and incorporates switching elements 13A and 13B. By arbitrarily turning these two switching elements on and off,
It has a function of boosting and converting a DC voltage supplied from a DC power supply (overhead wire 1) to a DC voltage of an arbitrary magnitude. The second power conversion circuit 12 in which the switching element 13A is provided, and the second power conversion circuit 12 in which the input side DC circuit positive side end and the output side DC circuit positive side end are provided, and the second power in which the switching element 13B is provided. The circuit part of the input side DC circuit positive side end and the DC circuit negative side end of the conversion circuit 12 is referred to as an arm of the second power conversion circuit 12. The DC voltage boosted by the second power conversion circuit 12 is supplied as a power source for the first power conversion circuit 22.
In FIG. 1, the switching elements 13A and 13B included in the first power conversion circuit are described as IGBTs (insulated gate bipolar transistors) including diodes connected in antiparallel as an application example. The type is not limited to IGBT as long as the element has a function of conducting (ON) / blocking (OFF). Moreover, it is good also as a circuit structure which applied the diode which does not incorporate a diode, and connected the diode of another component in reverse parallel to this.

The first power conversion circuit 22 is an inverter circuit, and includes switching elements 23U to 23Z. By arbitrarily turning these six switching elements ON / OFF, the DC voltage can be changed to an arbitrary voltage and an arbitrary voltage. It has a function of converting to a frequency three-phase AC voltage. The part of the circuit in which the switching elements 23U to 23Z are provided, that is, between the symbols P and U, between P and V, between P and W, between P and W, between N and U in FIG. , N and V, and a portion between N and W is referred to as an arm of the first power conversion circuit 22. In FIG. 1, the switching elements 23U to 23Z are described as IGBTs (insulated gate bipolar transistors) including diodes connected in antiparallel as an application example.
N) The type is not limited to IGBT as long as the element has a function of blocking (OFF). Moreover, it is good also as a circuit structure which applied the diode which does not incorporate a diode, and connected the diode of another component in reverse parallel to this.

A DC voltage that is a power source of the first power conversion circuit 22 is supplied by the second power conversion circuit 12.

There are, for example, a pulse width modulation method as a method of ON / OFF operation of the switching element of the first power conversion circuit 22 and a method of ON / OFF operation of the switching element of the second power conversion circuit 12. In addition, no matter which method is applied, the embodiment of the railway vehicle drive control device according to the present invention is not affected, so that the description thereof is omitted.

The smoothing capacitor 15 is output from the second power conversion circuit 12 and output from the first power conversion circuit 22.
Has the effect of stabilizing the DC voltage supplied to the.

The permanent magnet motor 21 is for driving the railway vehicle with its rotor connected to the axle of the driving wheel via a gear or the like, or with the rotor connected directly to the axle of the driving wheel.
For example, a permanent magnet synchronous motor or a permanent magnet auxiliary reluctance motor, which uses a permanent magnet and therefore generates an induced voltage by its rotation. Permanent magnet motor 2
1 is supplied with three-phase AC power of a U-phase current Iu, a V-phase current Iv, and a W-phase current Iw from the power conversion means 10. At this time, the line voltage Vuv is applied to each terminal of the permanent magnet motor 21.
, Vvw, Vwu are applied.

The DC circuit breaker 3 is functionally a kind of switch, and connects / disconnects a circuit between the overhead line as a DC power source and the power conversion means 10.

The charging switch 5 and the charging circuit resistor 6 include a smoothing capacitor 15 provided in an intermediate DC circuit between the second power conversion circuit 12 and the first power conversion circuit 22 before starting the power conversion means 10. There is something for charging.

The smoothing reactor 7 has a function of smoothing the current from the overhead wire 1 to the power conversion means 10.

Before starting the power conversion means 10, the charging switch 5 is turned on and is limited by the charging circuit resistor 6 via the antiparallel diode of the switching element 13 </ b> A built in the second power conversion circuit 12. The smoothing capacitor 15 is charged by the current. After the charging of the smoothing capacitor 15 is completed, the DC circuit switch 4 is turned on and the overhead wire 1 and the power conversion means 10 are connected. Overhead line 1
And a circuit between the power conversion means 10 and the charging switch 5 are opened. The timing of turning on the DC circuit switch 4 is, for example, after the charging switch 5 is turned on in consideration of the charging time determined from the resistance value of the charging circuit resistor 6 and the capacitance of the smoothing capacitor 15. When the charging time elapses, the DC circuit switch 4 is turned on.

The electric motor circuit switch 25 is used to insert a circuit between the power conversion means 10 and the permanent magnet motor 21.
It is for opening. In FIG. 1, the contact of the motor circuit switch is described as an example in which contacts are provided in all phases of the three-phase AC circuit between the power conversion means 10 and the permanent magnet motor 21. The device 25 is for preventing a current flowing through the three-phase circuit between the permanent magnet motor 21 and the contactor may be provided on any two of the three phases.

FIG. 2 is a diagram illustrating a configuration example of a control unit, a control circuit, and an overcurrent detection unit of the railway vehicle drive control device according to the first embodiment of the present invention illustrated in FIG. In FIG. 2, in order to facilitate understanding of the operation of the embodiment of the present invention, signals related to the description of the operation of the embodiment of the present invention are input to the control unit 103 and output from the control unit 103. Only listed.

101 is a control circuit power supply, 102 is a control circuit power supply ground, and 103 is a control unit.

124U to 124Z are output signals corresponding to the detection values of the current detection means 24U to 24Z.

Reference numeral 116 denotes an output signal corresponding to a detection value of the DC voltage detection means 16.

The relay 106 a is a control circuit that supplies power to the drive operation coil 105 of the charging switch 5, and is turned on by a charging switch input command signal output from the control unit 103.

The relay 106 b is a control circuit that supplies power to the drive operation coil 104 of the DC circuit switch 4, and is turned on by a DC circuit switch input command signal output from the control unit 103.

The relay 106 c is a control circuit that supplies power to the drive operation coil 125 of the motor circuit switch 25, and is turned on by a motor circuit switch input command signal output from the control unit 103.

When starting the railway vehicle drive control device, the control unit 103 outputs the charging switch input command signal and the DC circuit switch input command signal according to the above-described procedure to input these switches, and the motor circuit switch A turn-on command signal is output to turn on the motor circuit switch. Further, a gate signal 12 for turning on / off each switching element of the first power conversion circuit 22.
3U to 123Z and the switching elements 13A and 13B of the second power conversion circuit 12 are turned on.
-Gate signals 113A and 113B for the OFF operation, and gate start signal 1
07 is output.

In addition, when the protection function detects a failure of the power conversion means, the control unit 103 turns off the switch input command signals to open the contacts of each switch, and outputs a gate signal to each switching element. Stop the output of.

The overcurrent detection unit 108 operates as one of the protection functions of the railway vehicle drive control device. The overcurrent detection unit 108 receives the output signals 124U to 124Z from the current detection unit and outputs the overcurrent signal 109 to the control unit 103.

FIG. 3 is a diagram for explaining the function of the overcurrent detection means 108. As an example, the current detection means 124
The overcurrent determination process for the U output signal will be described.

The overcurrent detection means 108 compares the magnitude of the current, which is the output signal of the current detection means, with a preset current discrimination value for detecting the overcurrent, and the magnitude of the current is the overcurrent discrimination value Is.
If it is equal to or greater than et, an overcurrent is detected and an overcurrent signal 109 is output. Overcurrent discrimination value Iset
When the gate start signal 107 is 0 (all switching elements of the power conversion circuit are in the OFF state), the value of Iset1 is set, and the gate start signal 107 is 1 (switching element of the power conversion circuit is ON / OFF operation) ), The feature of the present invention is that the value of Iset2 is set.

Here, the railway vehicle drive control device shown in FIG. 1 is an example in which an IGBT including a diode connected in reverse parallel to the switching element is applied. In this case, the current resistance of the switching element is such that the switching element is ON / When OFF operation is performed (when the power conversion circuit is operating), the current withstand capability Itmax of the IGBT is limited. On the other hand, since the permanent magnet motor generates an induced voltage due to the permanent magnet magnetic flux during rotation, when all the switching elements are in the OFF state (when the power conversion circuit is in the stopped state), the terminal voltage Vdc of the smoothing capacitor as described above. When the induced voltage Vm of the permanent magnet motor is larger than the transient current flowing from the permanent magnet motor 21 to the smoothing capacitor 15 (current charging the smoothing capacitor 15) flows through the diode of each arm as shown in FIG. The current tolerance of the switching element is limited by the current tolerance Idmax of the forward current of the diode.

When the current withstand capability Itmax of the IGBT and the current withstand capability Idmax of the forward current of the diode are different, in the conventional railcar drive control device, the current value for determining the overcurrent for the purpose of protecting the switching element is converted into the power conversion circuit Itmax regardless of whether the machine is operating or stopped
And Idmax were set to be smaller than the smaller value.

In the case where the magnitude of the current withstand capability Itmax of the IGBT and the current withstand capability Idmax of the forward current of the diode are different,
Idmax> Itmax (Formula 1)
In the railway vehicle drive control device to which the present invention is applied, the overcurrent determination value during operation of the power conversion circuit is set to the value of Iset2 that is equal to or less than Itmax, and the overcurrent determination value during stoppage of the power conversion circuit Can be set to a value of Iset1 that is less than or equal to Idmax. With this function, it is possible to relax the restriction on the current flowing through the switching element while the power conversion circuit is stopped, and to prevent unnecessary opening of the motor circuit switch 25 by detecting protection. Become.

FIG. 5 is a diagram showing another configuration example of the overcurrent detection means 108 of the railway vehicle drive control apparatus according to the first embodiment of the present invention. The overcurrent detection means 108 compares the maximum value of the current, which is the output signal of the current detection means, with a preset current discriminating value for detecting the overcurrent, so that the current magnitude is excessive. When the current determination value is equal to or greater than Iset, an overcurrent is detected and an overcurrent signal 109 is detected.
Is output. Other components and operations are the same as those described above with reference to FIG.

With the configuration shown in FIGS. 1 to 5, in the railway vehicle drive control device according to the first embodiment of the present invention, the motor circuit is in a state where the permanent magnet motor rotates and generates an induced voltage during traveling. When turning on a switch, it is possible to prevent the motor circuit switch from being opened again by unnecessarily detecting a transient current to the smoothing capacitor and to smoothly start the railway vehicle drive control device. It becomes possible.

In the railway vehicle drive control device shown in FIG. 1, the current detection means 24U to 24Z are provided on the three-phase AC circuit side of the switching elements 23U to 23Z, but the current detection means 24U to 2
Since 4Z is for detecting the current flowing through each arm of the first power conversion circuit 22, the switching elements 23U, 23V, 23W of each arm and the intermediate DC circuit are provided as in the configuration example shown in FIG. Between the switching elements 23X, 23Y and 23Z and the negative circuit of the intermediate DC circuit.

In the railway vehicle drive control device shown in FIGS. 1 and 6, the current detection means 24U to 24Z.
Is provided as a separate component from each of the switching elements 23U to 23Z.
It is good also as a structure which built 4U-24Z in each switching element 23U-23Z.

Further, in the description of the railway vehicle drive control device shown in FIG. 1, the operation mechanism of the motor circuit switch 25 is normally open (a mechanism in which the contact is opened when the drive operation coil is not pressurized).
The case is explained. When the operation mechanism of the motor circuit switch 25 is normally closed (a mechanism in which the contact is turned on when the drive operation coil is not pressurized), the motor circuit switch input command signal output from the control unit 103 is The motor circuit switch 25 is turned on when there is no signal, and the motor circuit switch 25 is opened when there is a signal. The operation of each component of the other embodiments of the present invention is the same as described above.

(Second Embodiment)
FIG. 7 shows the configuration of a railway vehicle drive control device according to the second embodiment of the present invention. The railway vehicle drive control apparatus according to the second embodiment of the present invention differs from the above-described railway vehicle drive control apparatus according to the first embodiment of the present invention in the configuration and operation of the overcurrent detection means 108.

The overcurrent detection means 108 compares the output signals 124U to 124Z, which are the magnitudes of the currents detected by the current detection means 24U to 24Z, with a preset current discriminating value for detecting the overcurrent. If the magnitude of the current is greater than or equal to the overcurrent determination value, the overcurrent is detected and the overcurrent signal 109
Is output.

The overcurrent discriminating value includes a discriminating value Iset for immediately detecting an overcurrent and a preset time element Tset1.
A discriminant value IsetD for detecting an overcurrent is provided on the condition that elapses. The discriminant value Iset for detecting an immediate overcurrent is set to the value of Iset1 when the gate start signal 107 is 0 (all switching elements of the power conversion circuit are in the OFF state), and the gate start signal 107 is 1 (power conversion circuit). When the switching element is ON / OFF)
The value of set2 is set. The discriminant value IsetD for detecting an overcurrent on condition that the time element Tset1 has elapsed is set to the value of Iset3 when the gate start signal 107 is 0, and is set 4 when the gate start signal 107 is 1. The value of is set.

With regard to the current withstand capability Itmax of the IGBT, when the current withstand capability ItmaxS with respect to a short-time current and the current withstand capability ItmaxC with respect to a continuous current are different, and with respect to the current withstand capability Idmax of a forward current of a diode, When the withstand current IdmaxC with respect to the current is different,
ItmaxS> ItmaxC (Formula 2)
IdmaxS> IdmaxC
In the railway vehicle drive control device to which the present invention is applied, the discriminant value Iset for immediately detecting an overcurrent is Iset that is equal to or less than IdmaxS when the power conversion circuit is stopped.
It can be set to a value of 1, and can be set to a value of Iset2 that is equal to or lower than ItmaxS while the power conversion circuit is operating. Also, the discriminant value IsetD for detecting overcurrent with time is set to a value of Iset3 that is equal to or less than IdmaxC when the power conversion circuit is stopped, and is set to a value of Iset4 that is equal to or less than ItmaxC when the power conversion circuit is operating. be able to. This function makes it possible to make maximum use of the current withstand capability of the switching element applied to the power conversion circuit, relax the restriction on the current flowing through the switching element compared to the conventional one, and detect the protection unnecessarily. Opening of the switch 25 can be prevented.

About another component and operation | movement, it is the same as that of the rail vehicle drive control apparatus of the 1st Embodiment of this invention, and the effect of this invention can be acquired similarly.

(Third embodiment)
The configuration of a railway vehicle drive control device according to the third embodiment of the present invention is shown in FIGS. The railroad vehicle drive control device according to the third embodiment of the present invention is different from the railcar drive control device according to the first embodiment of the present invention described above in that there is no gate start signal 107 and overcurrent detection means. 108
The configuration and operation are different.

The overcurrent detection means 108 compares the output signals 124U to 124Z, which are the magnitudes of the currents detected by the current detection means 24U to 24Z, with a preset current discriminating value for detecting the overcurrent. If the magnitude of the current is greater than or equal to the overcurrent determination value, the overcurrent is detected and the overcurrent signal 109
Is output.

The overcurrent discrimination value is a discrimination value Ise that is compared with the magnitude of the positive current flowing through the switching element.
It is characterized in that tF and IsetR for comparing with the magnitude of the negative current flowing in the switching element are provided. When the direction of the current flowing when the IGBT is in the conductive state (ON) is the positive direction and the direction of the forward current of the diode connected in reverse parallel is the negative direction, the current withstand capability Itmax of the IGBT and the current of the forward current of the diode In the case where the magnitude of the tolerance Idmax is different,
Idmax> Itmax (Formula 3)
In the railway vehicle drive control device to which the present invention is applied, the determination value for detecting the overcurrent is
The discriminant value to be compared with the positive direction current can be set to a value of IsetF that is equal to or less than Itmax, and the discriminant value to be compared with the negative direction current can be set to a value of IsetR that is equal to or less than Idmax. With this function, the restriction on the current flowing through the switching element of the power conversion circuit can be relaxed as compared to the conventional case, and it is possible to prevent unnecessary opening of the motor circuit switch 25 by detecting protection.

About another component and operation | movement, it is the same as that of the rail vehicle drive control apparatus of the 1st Embodiment of this invention, and the effect of this invention can be acquired similarly.

(Fourth embodiment)
FIG. 10 shows the configuration of a railway vehicle drive control device according to the fourth embodiment of the present invention. 4th of this invention
The railway vehicle drive control device according to the embodiment differs from the above-described rail vehicle drive control device according to the third embodiment of the present invention in the configuration and operation of the overcurrent detection means 108.

The overcurrent detection means 108 compares the output signals 124U to 124Z, which are the magnitudes of the currents detected by the current detection means 24U to 24Z, with a preset current discriminating value for detecting the overcurrent. If the magnitude of the current is greater than or equal to the overcurrent determination value, the overcurrent is detected and the overcurrent signal 109
Is output.

The overcurrent discrimination value is a discrimination value Ise that is compared with the magnitude of the positive current flowing through the switching element.
Compared with tF and the magnitude of the negative current flowing through the switching element, I detects the overcurrent immediately.
It is characterized in that it includes IsetR2 for detecting overcurrent on condition that a preset time element Tset1 has passed in comparison with the magnitude of the negative direction current flowing through the switching element. When the direction of the current flowing when the IGBT is in the conductive state (ON) is the positive direction and the direction of the forward current of the diode connected in reverse parallel is the negative direction, the current withstand capability Itmax of the IGBT and the current of the forward current of the diode The current withstand capability IdmaxS with respect to the short-time current of the diode forward current when the withstand current Idmax is different in magnitude.
And the magnitude of the withstand current IdmaxC for the continuous current is different,
IdmaxS>IdmaxC> Itmax (Formula 4)
In this case, in the railway vehicle drive control device to which the present invention is applied, the discriminant value for detecting the overcurrent is set to the discriminant value to be compared with the positive current and the value of IsetF which is equal to or less than Itmax, and compared with the negative current. The discriminating value for detecting overcurrent immediately is set to a value of IsetR1 that is equal to or less than IdmaxS, and the discriminant value for detecting overcurrent is set to a value of IsetR2 that is equal to or less than IdmaxC compared to the negative current. Can do. With this function, it is possible to relax the limitation of the current flowing through the switching element of the power conversion circuit by making maximum use of the current withstand capability of the switching element as compared with the conventional one, and to detect the protection unnecessarily and the motor circuit switch 25. Can be prevented from being released.

About another component and operation | movement, it is the same as that of the rail vehicle drive control apparatus of the 3rd Embodiment of this invention, and the effect of this invention can be acquired similarly.

(Fifth embodiment)
FIG. 11 shows the configuration of a railway vehicle drive control device according to the fifth embodiment of the present invention. 5th of this invention
Compared with the railway vehicle drive control apparatus of the first embodiment of the present invention shown in FIG. 1, the railway vehicle drive control apparatus of the embodiment of FIG. The configuration of the circuit resistor 6 is different, and the DC circuit switch 4 is connected in parallel with the charging circuit resistor 6 and the charging switch 5 is connected in series with these. The charging switch 5 remains on even after the smoothing capacitor 15 is completely charged. The other components of the embodiment of the present invention and the operation of each component are the same as those of the railway vehicle drive control device of the first embodiment of the present invention, and the effects of the present invention are obtained in the same manner. Can do.

In the configuration of the railway vehicle drive control apparatus according to the fifth embodiment of the present invention, the current detection means 24U to 24Z may be configured in the same manner as the railway vehicle drive control apparatus shown in FIG.

Furthermore, in the configuration of the railway vehicle drive control device according to the fifth embodiment of the present invention, the overcurrent detection means 108 is configured similarly to the rail vehicle drive control device according to the second to fourth embodiments of the present invention. You may do it.

(Sixth embodiment)
FIG. 12 shows the configuration of a railway vehicle drive control device according to the sixth embodiment of the present invention. 6th of this invention
Compared with the railway vehicle drive control apparatus of the first embodiment of the present invention shown in FIG. 1, the railway vehicle drive control apparatus of the embodiment of the present invention is the first motor circuit switch opening and closing of the motor circuit switch 25. 25A and the second motor circuit switch 25B are provided with their contacts in series with respect to the respective phases. In the case of this configuration, the motor circuit switch 25 in FIGS. 1 and 2;
As shown in FIG. 13, the motor circuit switch driving operation coil 125, the relay 106c, and the motor circuit switch input command signal are respectively sent to the first motor circuit switch 25A and the second motor circuit switch 25B. Corresponding to the above, it is composed of two sets. Other components and operations are the same as those of the railway vehicle drive control apparatus according to the first embodiment of the present invention shown in FIGS. 1 to 3, 5 and 6, and the effects of the present invention can be obtained similarly. Can do.

In FIG. 12, the contacts of the first motor circuit switch 25A and the second motor circuit switch 25B are, for example, three-phase AC circuits between the first power conversion circuit 22 and the permanent magnet motor 21. Although it is set as the description which provided the contactor in all the phases, since the 1st motor circuit switch 25A and the 2nd motor circuit switch 25B are for preventing the electric current which flows through a 3-phase alternating current circuit, A contact may be provided on any two of the three phases.

Further, in the configuration of the railway vehicle drive control apparatus according to the sixth embodiment of the present invention, the current detection means 24U to 24Z may be configured in the same manner as the railway vehicle drive control apparatus shown in FIG.

Furthermore, in the configuration of the railway vehicle drive control device according to the sixth embodiment of the present invention, the overcurrent detection means 108 is configured similarly to the rail vehicle drive control device according to the second to fourth embodiments of the present invention. You may do it.

Further, in the configuration of the railway vehicle drive control device of the sixth embodiment of the present invention, the configurations of the DC circuit switch 4, the charging switch 5, and the charging circuit resistor 6 are shown in FIG. You may comprise similarly to the rail vehicle drive control apparatus of 5 embodiment.

(Seventh embodiment)
FIG. 14 shows the configuration of a railway vehicle drive control device according to the seventh embodiment of the present invention. In this configuration, the railway vehicle drive control device is configured as a unit drive group by combining the first power conversion circuit, which is an inverter circuit, the permanent magnet motor, the current detection means, and the motor circuit switch. The power conversion circuit 12 is configured to have two sets of the drive groups for one unit.
The driving group and the second driving group will be referred to for explanation.

In FIG. 14, 31 is a permanent magnet motor of the first drive group, 32 is an inverter circuit of the first drive group, 34U to 34W are current detection means of the first drive group, 35 is a motor circuit switch of the first drive group, 41 is a permanent magnet motor of the second drive group, 42 is an inverter circuit of the second drive group, 44U-
Reference numeral 44W denotes current detection means for the second drive group, and reference numeral 45 denotes a motor circuit switch for the second drive group.

FIG. 15 is a diagram illustrating a configuration example of a control unit and a control circuit of a railway vehicle drive control device according to a seventh embodiment of the present invention. In this figure, in order to facilitate understanding of the operation of the embodiment of the present invention, signals relating to the description of the operation of the embodiment of the present invention are input to the control unit 103 and signals output from the control unit 103. Only listed.

134U to 134W are output signals corresponding to detection values of the current detection means 34U to 34W of the first drive group, 144U to 144W are output signals corresponding to detection values of the current detection means 44U to 44W of the second drive group, and 133U to 133Z are first signals. Turn on each switching element in the inverter circuit of the drive group
A gate signal for performing an OFF operation, and 143U to 143Z are gate signals for performing an ON / OFF operation of each switching element of the inverter circuit of the second drive group.

The relay 106e is a control circuit that supplies power to the drive operation coil 135 of the motor circuit switch 35 of the first drive group, and is turned on by a motor circuit switch input command signal of the first drive group output from the control unit 103. .

The relay 106f is a control circuit that supplies power to the drive operation coil 145 of the motor circuit switch 45 of the second drive group, and is turned on by a motor circuit switch input command signal of the second drive group output from the control unit 103. .

The overcurrent detection means 108 includes output signals 134U to 134W corresponding to detection values of the current detection means 34U to 34W of the first drive group and output signals 144U to 144W corresponding to detection values of the current detection means 44U to 44W of the second drive group. Then, the gate start signal 107 is input, and the overcurrent discrimination value is detected with respect to the current detection value of each arm in the same manner as the overcurrent detection means 108 of the first embodiment of the present invention shown in FIG. 3 or FIG. And an overcurrent signal 109 is output by the OR logic.

The other components and operations are the same as those of the configuration example of the control unit and the control circuit of the railway vehicle drive control device according to the first embodiment of the present invention shown in FIG. 2 and FIG. It can be obtained similarly.

In the railway vehicle drive control device shown in FIG. 14, the drive groups are divided into two groups, the first drive group and the second drive group.
The number of permanent magnet motors that are set and controlled by one railcar drive controller is described as two, but the number of permanent magnet motors is increased from two to three or four. In this case, the third drive group and the fourth drive group are added as drive groups to the configuration of FIG.
This is only an increase in the number of drive groups, the operation of each component in the embodiment of the present invention is the same, and the effects of the present invention can be obtained in the same manner.

Moreover, in FIG. 14, the contacts of the motor circuit switch 35 of the first drive group and the motor circuit switch 45 of the second drive group are shown in all phases of the three-phase AC circuit to the permanent magnet motors 31 and 41 as an example. Although it has been described that a contact is provided, the motor circuit switches 35 and 45 are provided to prevent a current flowing through the three-phase AC circuit, and therefore contact is provided on any two of the three phases. May be.

Furthermore, the motor circuit switch 35 of the first drive group and the motor circuit switch 45 of the second drive group shown in FIG. 14 are the railcar drive of the sixth embodiment of the present invention shown in FIG. Similarly to the control device, the first motor circuit switch and the second motor circuit switch may be provided in series in a three-phase circuit corresponding to each permanent magnet motor.

Further, in the configuration of the railway vehicle drive control device shown in FIG.
Z and 44U to 44Z may be configured similarly to the railcar drive control device shown in FIG.

Furthermore, in the configuration of the railway vehicle drive control device shown in FIG.
The internal configuration may be configured in the same manner as the railway vehicle drive control device of the second to fourth embodiments of the present invention.

Further, in the configuration of the railway vehicle drive control device shown in FIG. 14, the configurations of the DC circuit switch 4, the charging switch 5, and the charging circuit resistor 6 are shown in FIG. 11 according to the fifth embodiment of the present invention. You may comprise similarly to the railway vehicle drive control apparatus.

(Eighth embodiment)
FIG. 16 shows the configuration of the railway vehicle drive control device according to the eighth embodiment of the present invention. Eighth of the present invention
Compared with the railway vehicle drive control apparatus according to the first embodiment of the present invention, the railway vehicle drive control apparatus according to the embodiment does not have the second power conversion circuit 12, and the smoothing reactor 7 and The smoothing capacitor 15 is connected.

FIG. 17 is a diagram illustrating a configuration example of the control unit, the control circuit, and the overcurrent detection unit of the railway vehicle drive control device according to the eighth embodiment of the present invention. Compared with FIG. 2, the second power conversion circuit 12
The gate signals 113A and 113B to the switching elements 13A and 13B are not provided.

Other components and operations are the same as those of the control unit and the control circuit of the railway vehicle drive control device according to the first embodiment of the present invention shown in FIGS. 1 to 3, 5 and 6. The effect of the present invention can be obtained similarly.

In FIG. 16, the contact of the motor circuit switch 25 is 3 to the permanent magnet motor 21 as an example.
Although it has been described that contacts are provided in all phases of the phase AC circuit, the motor circuit switch 25 is for preventing a current flowing in the three-phase AC circuit, so any two of the three phases are used. You may provide a contact in a phase.

In addition, the motor circuit switch 25 shown in FIG. 16 has a first three-phase circuit corresponding to each permanent magnet motor, similarly to the railway vehicle drive control device of the sixth embodiment of the present invention described above. The motor circuit switch and the second motor circuit switch may be provided in series.

Further, in the configuration of the railway vehicle drive control device shown in FIG.
Z may be configured similarly to the railway vehicle drive control apparatus shown in FIG.

Furthermore, in the configuration of the railway vehicle drive control device shown in FIG.
The internal configuration may be configured in the same manner as the railway vehicle drive control device of the second to fourth embodiments of the present invention.

Further, in the configuration of the railway vehicle drive control device shown in FIG. 16, the configurations of the DC circuit switch 4, the charging switch 5, and the charging circuit resistor 6 are shown in FIG. 11 according to the fifth embodiment of the present invention. You may comprise similarly to the railway vehicle drive control apparatus.

Furthermore, in the configuration of the railway vehicle drive control device shown in FIG. 16, the railway vehicle drive control of the seventh embodiment of the present invention is performed for the permanent magnet motor 21, the first power conversion circuit 22, and the motor circuit switch 25. Similar to the apparatus, it may be constituted by a plurality of drive groups.

(Ninth embodiment)
FIG. 18 shows the configuration of a railway vehicle drive control device according to the ninth embodiment of the present invention. The above-described configuration of the railway vehicle drive control device according to the first to eighth embodiments of the present invention is a configuration example in the case where the power source (overhead wire) of the rail vehicle drive control device is a DC voltage. The configuration of the railway vehicle drive control device according to the ninth embodiment is a configuration example when the power source (overhead wire) of the rail vehicle drive control device is an AC voltage.

FIG. 19 is a configuration example of a control unit, a control circuit, and an overcurrent detection unit of a railway vehicle drive control device according to the ninth embodiment of the present invention.

61 is an overhead line as an AC power source, 62 is an AC circuit breaker, 63 is a primary winding of the transformer, 64 is a secondary winding of the transformer, 66 is an AC circuit switch, 69 is an AC current detecting means, 12 Is a second power conversion circuit which is a converter circuit, and 13U to 13Y are switching elements of the converter circuit. The relay 106 g is a control circuit that supplies power to the drive operation coil 166 of the AC circuit switch 66 and is turned on by an AC circuit switch input command signal output from the control unit 103.

The second power conversion circuit 12, which is a converter circuit, includes switching elements 13U to 13Y, and these four switching elements are arbitrarily turned on and off by gate signals 113U to 113Y, whereby the transformer 2 It has a function of converting an AC voltage, which is a power source of the power conversion means 10 supplied from the next winding 64, into a DC voltage having an arbitrary voltage. In FIG. 18, the switching elements 13U to 13Y are described as IGBTs incorporating diodes connected in antiparallel as an application example, but current is conducted (ON) / blocked (O
The type is not limited to IGBT as long as the element has a function of FF). Moreover, it is good also as a circuit structure which applied the diode which does not incorporate a diode, and connected the diode of another component in reverse parallel to this.

A DC voltage that is a power source of the first power conversion circuit 22 that is an inverter circuit is supplied by the second power conversion circuit 12.

For example, there is a pulse width modulation method for the ON / OFF operation method of the switching element of the second power conversion circuit 12 which is a converter circuit. Since the embodiment of the vehicle drive control device is not affected, the description thereof is omitted.

The charging switch 5 and the charging circuit resistor 6 are for charging the smoothing capacitor 15 of the intermediate DC circuit before starting the power conversion means 10. Before the power conversion means 10 is activated, the charging switch 5 is turned on, and the switching elements 13U to 13U in which the second power conversion circuit 12 is built.
The smoothing capacitor 15 is charged by the current limited by the charging circuit resistor 6 via the 13Y antiparallel diode. After the charging of the smoothing capacitor 15 is completed, the AC circuit switch 66
Is connected to connect an AC circuit between the transformer secondary winding 64 and the second power conversion circuit 12, and the charging switch 5 is opened. Regarding the timing of turning on the AC circuit switch 66, the charging is performed after the charging switch 5 is turned on in consideration of the charging time determined from the resistance value of the charging circuit resistor 6 and the capacitance of the smoothing capacitor 15. When the time has elapsed, the AC circuit switch 66 is turned on. Alternatively, as another method, the detection value of the DC voltage detector 16 may be monitored, and the AC circuit switch 66 may be turned on when the voltage of the smoothing capacitor 15 exceeds a preset threshold value.

Other components and their operations are the same as those in the configuration example of the control unit and the control circuit of the railway vehicle drive control device according to the first embodiment of the present invention, and the effects of the present invention can be obtained in the same manner. .

(Tenth embodiment)
FIG. 20 is a diagram illustrating a railway vehicle drive control device according to a tenth embodiment of the present invention. The charging switch 5 in the configuration of the railway vehicle drive control device shown in FIG.
In the configuration of the railway vehicle drive control device shown in this figure, the AC circuit switch 66 of the AC circuit between the transformer secondary winding 64 and the second power conversion circuit 12 The charging switch 5 is provided in the opposite phase. In the case of this configuration, the operation differs from the railway vehicle drive control device shown in FIG. 18 in that the charging switch 5 remains on (does not open) even after the smoothing capacitor 15 has been charged. . When both the charging switch 5 and the AC circuit switch 66 are turned on, the circuit between the transformer secondary winding 64 and the second power conversion circuit 12 is connected.

Other components and operations are the same as those of the railway vehicle drive control device of the ninth embodiment of the present invention described above.

(Eleventh embodiment)
FIG. 21 shows the configuration of the railway vehicle drive control device according to the eleventh embodiment of the present invention. Compared to the configuration of the railway vehicle drive control device shown in FIG.
In this configuration example, a secondary winding 65, a charging circuit step-up transformer 67, and a charging rectifier circuit 68 are provided.

The transformer tertiary winding 65 is a winding that outputs a voltage smaller than that of the transformer secondary winding 64. The charging circuit step-up transformer 67 is for boosting the AC voltage of the transformer tertiary winding 65.
The charging rectifier circuit 68 is for rectifying the output of the charging circuit step-up transformer 67 and supplying a DC voltage to the intermediate DC circuit.

When charging the smoothing capacitor 15 before starting the power conversion means 10, the charging switch 5
And the transformer tertiary winding 65 and the charging circuit step-up transformer 67 are connected to charge the smoothing capacitor 15 via the charging rectifier circuit 68. After charging of the smoothing capacitor 15 is completed, the charging switch 5 is opened and the AC circuit switch 66 is turned on.

In the railway vehicle drive control apparatus having the configuration shown in FIG. 21, the charging switch 5 is provided in a low voltage circuit connected to the transformer tertiary winding 65, and the charging switch 5 is for low voltage. There is a feature that can be configured with a simple and inexpensive switch.

Other components and operations are the same as those of the railway vehicle drive control apparatus according to the ninth embodiment of the present invention shown in FIG.

Also in the railway vehicle drive control apparatus of the second to eighth embodiments described above, when the overhead line as the power source is an AC voltage, the AC circuit breaker 62, as in FIGS. 1
A transformer having a secondary winding 63 and a secondary winding 64, an AC circuit switch 66 and the like are provided, and
By using the second power conversion circuit 12 as a converter circuit, a railway vehicle drive control device can be configured similarly.

(Twelfth embodiment)
FIG. 22 shows the configuration of the railway vehicle drive control device according to the twelfth embodiment of the present invention. The railway vehicle drive control device of the twelfth embodiment of the present invention is different in the configuration of the current detection means from the configuration of the railway vehicle drive control device of the first embodiment of the present invention described above. The current detection means 24U to 24W are provided in each phase of the motor circuit between the first power conversion circuit 22 and the permanent magnet motor 21.

23 and 24 are diagrams showing a configuration example of the control unit, the control circuit, and the overcurrent detection means of the railway vehicle drive control device according to the twelfth embodiment of the present invention shown in FIG. In this figure, in order to facilitate understanding of the operation of the embodiment of the present invention, input to the control unit 103 and the control unit 103 are performed.
Only the signals related to the description of the operation of the embodiment of the present invention are described as signals output from.

124U to 124W are output signals corresponding to detection values of the current detection means 24U to 24W.

The overcurrent detection means 108 compares the magnitude of the current, which is the output signal of the current detection means, with a preset current discrimination value for detecting the overcurrent, and the magnitude of the current is the overcurrent discrimination value Is.
If it is equal to or greater than et, an overcurrent is detected and an overcurrent signal 109 is output. Overcurrent discrimination value Iset
When the gate start signal 107 is 0 (all switching elements of the power conversion circuit are in the OFF state), the value of Iset1 is set, and the gate start signal 107 is 1 (switching element of the power conversion circuit is ON / OFF operation) ), The value of Iset2 is set.

FIG. 25 shows overcurrent detection means 108 of the railway vehicle drive control apparatus according to the twelfth embodiment of the present invention.
It is the figure which showed another example of a structure. The overcurrent detection means 108 compares the maximum value of the current, which is the output signal of the current detection means, with a preset current discriminating value for detecting the overcurrent, so that the current magnitude is excessive. An overcurrent is detected when the current determination value is equal to or greater than Iset, and an overcurrent signal 1
09 is output. Other components and operations are the same as those described above with reference to FIG.

Other components and operations are the same as those of the railway vehicle drive control device according to the first embodiment of the present invention described above.

In the railway vehicle drive control device shown in FIG. 22, the current detection means 24U to 24W are the first
Are provided in a circuit between the power conversion circuit 22 and the motor circuit switch 25, but the current detection means 24U to 24W are for detecting the current flowing through the motor circuit. It may be provided between the permanent magnet motor 21.

(Thirteenth embodiment)
FIG. 26 shows the configuration of a railway vehicle drive control device according to a thirteenth embodiment of the present invention. The railway vehicle drive control apparatus according to the thirteenth embodiment of the present invention differs from the above-described railway vehicle drive control apparatus according to the twelfth embodiment of the present invention in the configuration and operation of the overcurrent detection means 108.

The overcurrent detection means 108 compares the output signals 124U to 124W, which are the magnitudes of the currents detected by the current detection means 24U to 24W, with a preset current discriminating value for detecting the overcurrent. If the magnitude of the current is greater than or equal to the overcurrent determination value, the overcurrent is detected and the overcurrent signal 109 is detected.
Is output.

The overcurrent discriminating value includes a discriminating value Iset for immediately detecting an overcurrent and a preset time element Tset1.
A discriminant value IsetD for detecting an overcurrent is provided on the condition that elapses. The discriminant value Iset for detecting an immediate overcurrent is set to the value of Iset1 when the gate start signal 107 is 0 (all switching elements of the power conversion circuit are in the OFF state), and the gate start signal 107 is 1 (power conversion circuit). When the switching element is ON / OFF)
The value of set2 is set. The discriminant value IsetD for detecting an overcurrent on condition that the time element Tset1 has elapsed is set to the value of Iset3 when the gate start signal 107 is 0, and is set 4 when the gate start signal 107 is 1. The value of is set.

About another component and operation | movement, it is the same as that of the rail vehicle drive control apparatus of the 1st Embodiment of this invention, and the effect of this invention can be acquired similarly.

In the configuration of the railway vehicle drive control device of the twelfth and thirteenth embodiments of the present invention,
The contact of the motor circuit switch 25 in FIG. 22 is described as an example in which contacts are provided in all phases of the three-phase AC circuit to the permanent magnet motor 21, but the motor circuit switch 25 is a three-phase AC circuit. Therefore, a contact may be provided on any two of the three phases.

Further, the motor circuit switch 25 shown in FIG. 22 has a first three-phase circuit corresponding to each permanent magnet motor, similarly to the railway vehicle drive control device of the sixth embodiment of the present invention described above. The motor circuit switch and the second motor circuit switch may be provided in series.

Furthermore, in the configuration of the railway vehicle drive control device shown in FIG. 22, the configurations of the DC circuit switch 4, the charging switch 5, and the charging circuit resistor 6 are shown in FIG. 11 according to the fifth embodiment of the present invention. You may comprise similarly to the railway vehicle drive control apparatus.

Furthermore, in the configuration of the railway vehicle drive control device shown in FIG. 22, the railway vehicle drive control of the seventh embodiment of the present invention is performed for the permanent magnet motor 21, the first power conversion circuit 22, and the motor circuit switch 25. Similar to the apparatus, it may be constituted by a plurality of drive groups.

Also, in the railway vehicle drive control apparatus according to the twelfth and thirteenth embodiments of the present invention, when the overhead line as the power source is an alternating voltage, the alternating current is the same as in FIGS. 18, 20, and 21 described above. Similarly, a circuit breaker 62, a transformer having a primary winding 63 and a secondary winding 64, an AC circuit switch 66, and the like are provided, and the second power conversion circuit 12 is a converter circuit. A railway vehicle drive control device can be configured.

(Fourteenth embodiment)
FIG. 27 shows the configuration of the railway vehicle drive control device according to the fourteenth embodiment of the present invention. The railway vehicle drive control device according to the fourteenth embodiment of the present invention is different from the aforementioned rail vehicle drive control device according to the first embodiment of the present invention in the configuration and operation of current detection means and overcurrent detection means. Is different.

In FIG. 27, reference numeral 14 </ b> A denotes current detection means for detecting the current flowing through the arm having the switching element 13 </ b> A of the second power conversion circuit 12. 26U and 26W are motor current detection means for detecting the current of the circuit between the first power conversion means 22 and the permanent magnet motor 21. Other components are denoted by the same reference numerals for the same components as those of the railway vehicle drive control apparatus according to the first embodiment of the present invention, and the operations are the same as those components.

The second power conversion circuit 12 is a chopper circuit and incorporates switching elements 13A and 13B. By arbitrarily turning these two switching elements on and off,
It has the function of boosting and converting the DC voltage of the power source to a DC voltage of an arbitrary voltage. In FIG. 27, the switching elements 13A and 13B are described as IGBTs incorporating diodes connected in antiparallel as an application example, but elements having a function of conducting (ON) and blocking (OFF) current. If so, the type is not limited to IGBT. Moreover, it is good also as a circuit structure which applied the diode which does not incorporate a diode, and connected the diode of another component in reverse parallel to this.

28 and 29 show the control unit 103 of the railway vehicle drive control device according to the fourteenth embodiment of the present invention.
FIG. 3 is a diagram showing the configuration of a control circuit and overcurrent detection means 108. The overcurrent detection means 108 compares the output signal 114A, which is the magnitude of the current detected by the current detection means 14A, with a preset current discrimination value for detecting the overcurrent, and determines the magnitude of the current. If it is equal to or greater than the overcurrent determination value, an overcurrent is detected and an overcurrent signal 109 is output.

The overcurrent detection means 108 compares the magnitude of the current, which is the output signal of the current detection means, with a preset current discrimination value for detecting the overcurrent, and the magnitude of the current is the overcurrent discrimination value Is.
If it is equal to or greater than et, an overcurrent is detected and an overcurrent signal 109 is output. Overcurrent discrimination value Iset
When the gate start signal 107 is 0 (all switching elements of the power conversion circuit are in the OFF state), the value of Iset1 is set, and the gate start signal 107 is 1 (switching element of the power conversion circuit is ON / OFF operation) ), The value of Iset2 is set.

When the overhead line voltage as the power source suddenly rises while the power conversion circuit of the railway vehicle drive control device is stopped, the switching element as shown in FIG. 30 due to the difference voltage between the voltage Vdc of the smoothing capacitor 15 and the overhead line voltage Vs. A transient current flows to the smoothing capacitor 15 through the 13A diode.

When the current withstand capability Itmax of the IGBT and the current withstand capability Idmax of the forward current of the diode are different, in the conventional railcar drive control device, the current value for determining the overcurrent for the purpose of protecting the switching element is converted into the power conversion circuit Itmax regardless of whether the machine is operating or stopped
And Idmax were set to be smaller than the smaller value.

In the case where the magnitude of the current withstand capability Itmax of the IGBT and the current withstand capability Idmax of the forward current of the diode are different, and when Idmax> Itmax as in the above-described equation 1, in the railway vehicle drive control device to which the present invention is applied, The overcurrent discrimination value during operation of the power conversion circuit
Set to the value of Iset2 that is less than or equal to ax, and set the overcurrent discrimination value when the power conversion circuit is stopped to Idm
It can be set to a value of Iset1 that is less than or equal to ax. With this function, it is possible to relax the restriction on the current flowing through the switching element while the power conversion circuit is stopped, and to prevent unnecessary detection of protection and opening of the DC circuit switch 4. Become.

In the railway vehicle drive control apparatus shown in FIG. 27, the current detection means 14A is provided as a separate component from each switching element 13A.
It is good also as a structure incorporated in 3A.

Other components and operations are the same as those of the railway vehicle drive control device according to the first embodiment of the present invention described above.

(Fifteenth embodiment)
FIG. 31 shows the configuration of a railway vehicle drive control device according to the fifteenth embodiment of the present invention. The railway vehicle drive control device according to the fifteenth embodiment of the present invention differs from the aforementioned railcar drive control device according to the fourteenth embodiment of the present invention in the configuration and operation of the overcurrent detection means 108.

The overcurrent discriminating value includes a discriminating value Iset for immediately detecting an overcurrent and a preset time element Tset1.
A discriminant value IsetD for detecting an overcurrent is provided on the condition that elapses. The discriminant value Iset for detecting an immediate overcurrent is set to the value of Iset1 when the gate start signal 107 is 0 (all switching elements of the power conversion circuit are in the OFF state), and the gate start signal 107 is 1 (power conversion circuit). When the switching element is ON / OFF)
The value of set2 is set. The discriminant value IsetD for detecting an overcurrent on condition that the time element Tset1 has elapsed is set to the value of Iset3 when the gate start signal 107 is 0, and is set 4 when the gate start signal 107 is 1. The value of is set.

With regard to the IGBT withstand current Itmax, when the current withstand capability ItmaxS for a short-time current and the current withstand capability ItmsxC for a continuous current are different, and for the current withstand capability Idmax of a forward current of a diode, the current withstand capability IdmaxS for a short-time current is continuous. When the current withstand capability IdmaxC with respect to the current is different and the performance as in the above-described expression 2 is provided, the railcar drive control device to which the present invention is applied immediately determines the discriminant value Is for detecting the overcurrent.
et can be set to a value of Iset1 that is equal to or less than IdmaxS when the power conversion circuit is stopped, and can be set to a value of Iset2 that is equal to or less than ItmaxS when the power conversion circuit is operating. Further, the discriminant value IsetD for detecting the overcurrent with time is set to a value of Iset3 which is equal to or less than IdmaxC when the power conversion circuit is stopped, and Itm when the power conversion circuit is operating.
It can be set to a value of Iset4 that is less than or equal to axC. This function makes it possible to make maximum use of the current withstand capability of the switching element 13A applied to the second power conversion circuit 12, and the restriction on the current flowing through the switching element 13A can be relaxed compared to the conventional case, and protection is unnecessary. Can be prevented and the DC circuit switch 4 can be prevented from being opened.

Other components and operations are the same as those of the railway vehicle drive control device according to the fourteenth embodiment of the present invention, and the effects of the present invention can be obtained in the same manner.

(Sixteenth embodiment)
The configuration of the railway vehicle drive control device according to the sixteenth embodiment of the present invention is shown in FIGS. 32 and 33. FIG. The railway vehicle drive control device according to the sixteenth embodiment of the present invention is different from the aforementioned rail vehicle drive control device according to the fourteenth embodiment of the present invention in that there is no gate start signal 107 and overcurrent detection means. The configuration and operation of 108 are different.

The overcurrent discrimination value is a discrimination value IsetF that is compared with the magnitude of the positive current flowing through the switching element 13A, and an Iset that is compared with the magnitude of the negative current flowing through the switching element 13A.
It is characteristic that R is provided. When the direction of the current flowing when the IGBT is in the conductive state (ON) is the positive direction and the direction of the forward current of the diode connected in reverse parallel is the negative direction, the current withstand capability Itmax of the IGBT and the current of the forward current of the diode In the case where the magnitude of the tolerable amount Idmax is different and the performance of the above expression 3 is satisfied, in the railway vehicle drive control device to which the present invention is applied, the discrimination value for detecting the overcurrent is set as the positive current. Itm to the discriminant value to be compared
It can be set to a value of IsetF that is less than or equal to ax, and can be set to a value of IsetR that is less than or equal to Idmax as a discrimination value to be compared with the negative direction current. With this function, the second power conversion circuit 1
The restriction on the current flowing through the second switching element 13A can be relaxed compared to the conventional case, and it is possible to prevent the DC circuit switch 4 from being opened unnecessarily by detecting protection.

Other components and operations are the same as those of the railway vehicle drive control device according to the fourteenth embodiment of the present invention, and the effects of the present invention can be obtained in the same manner.

(Seventeenth embodiment)
FIG. 34 shows the configuration of the railway vehicle drive control device according to the seventeenth embodiment of the present invention. The railway vehicle drive control apparatus according to the seventeenth embodiment of the present invention differs from the aforementioned railway vehicle drive control apparatus according to the sixteenth embodiment of the present invention in the configuration and operation of the overcurrent detection means 108.

The overcurrent determination value includes a determination value IsetF that is compared with the magnitude of the positive current flowing through the switching element 13A, an IsetR1 that immediately detects an overcurrent compared with the magnitude of the negative current flowing through the switching element 13A, and the switching element 13A. Ise for detecting an overcurrent on condition that a preset time element Tset1 has passed in comparison with the magnitude of the negative direction current flowing in
It is characterized in that tR2 is provided. When the direction of the current flowing when the IGBT is in the conductive state (ON) is the positive direction and the direction of the forward current of the diode connected in reverse parallel is the negative direction, the current withstand capability Itmax of the IGBT and the current of the forward current of the diode In the case where the magnitude of the withstand voltage Idmax is different and the magnitude of the current withstand voltage IdmaxS for a short-time current of the forward current of the diode is different from the magnitude of the current withstand voltage IdmaxC for a continuous current, In the railway vehicle drive control device to which the present invention is applied, the discriminant value for detecting the overcurrent is set to the discriminant value to be compared with the positive direction current to the value of IsetF that is equal to or less than Itmax. Idmax is the discriminant value that detects overcurrent immediately compared to the negative direction current.
It can be set to a value of IsetR1 that is equal to or less than S, and can be set to a value of IsetR2 that is equal to or less than IdmaxC as a discriminant value for detecting overcurrent in a timely manner compared to the negative direction current. This function makes it possible to relax the limitation on the current flowing through the switching element 13A of the second power conversion circuit 12 by making the best use of the current withstand capability of the switching element 13A, and to detect protection unnecessarily. Thus, it is possible to prevent the DC circuit switch 4 from being opened.

Other components and operations are the same as those of the railway vehicle drive control device according to the fourteenth embodiment of the present invention, and the effects of the present invention can be obtained in the same manner.

The configurations of the current detection means 14A and the overcurrent detection means 108 shown in the railway vehicle drive control devices of the fourteenth to seventeenth embodiments of the present invention are the first to eighth embodiments of the present invention described above. It is possible to provide a railway vehicle drive control apparatus by providing as an additional component to the configuration of the railway vehicle drive control apparatus of the embodiment.

(Eighteenth embodiment)
FIG. 35 shows the configuration of the railway vehicle drive control device according to the eighteenth embodiment of the present invention. Compared to the configuration of the railway vehicle drive control device of the ninth embodiment of the present invention described above, the configurations of the current detection means and the overcurrent detection means are different.

FIG. 36 and FIG. 37 are configuration examples of the control unit, control circuit, and overcurrent detection means of the railway vehicle drive control device according to the eighteenth embodiment of the present invention.

12 is a second power conversion circuit that is a converter circuit, 13U to 13Y are switching elements of the converter circuit, 14U to 14Y are current detection means for detecting a current flowing through the switching element of the converter circuit, and 26U and 26W are the first This is an electric motor current detecting means for detecting a current in a circuit between the electric power converting means 22 and the permanent magnet motor 21.

The second power conversion circuit 12, which is a converter circuit, includes switching elements 13U to 13Y, and these four switching elements are arbitrarily turned on and off by gate signals 113U to 113Y, whereby the transformer 2 It has a function of converting an AC voltage, which is a power source of the power conversion means 10 supplied from the next winding 64, into a DC voltage having an arbitrary voltage. In FIG. 14, the switching elements 13U to 13Y are described as IGBTs including diodes connected in antiparallel as an application example, but current is conducted (ON) / blocked (O
The type is not limited to IGBT as long as the element has a function of FF). Moreover, it is good also as a circuit structure which applied the diode which does not incorporate a diode, and connected the diode of another component in reverse parallel to this.

The overcurrent detection unit 108 compares the output signals 114U to 114Y, which are the magnitudes of the currents detected by the current detection units 14U to 14Y, with a preset current discriminating value for detecting the overcurrent. If the magnitude of is over an overcurrent determination value, an overcurrent is detected and an overcurrent signal 109 is output.

The overcurrent detection means 108 compares the magnitude of the current, which is the output signal of the current detection means, with a preset current discrimination value for detecting the overcurrent, and the magnitude of the current is the overcurrent discrimination value Is.
If it is equal to or greater than et, an overcurrent is detected and an overcurrent signal 109 is output. Overcurrent discrimination value Iset
When the gate start signal 107 is 0 (all switching elements of the power conversion circuit are in the OFF state), the value of Iset1 is set, and the gate start signal 107 is 1 (switching element of the power conversion circuit is ON / OFF operation) ), The value of Iset2 is set.

When the overhead line voltage as the power source suddenly rises while the power conversion circuit of the railway vehicle drive control device is stopped, the diodes of the switching elements 13U to 13Y are connected due to the difference voltage between the voltage Vdc of the smoothing capacitor 15 and the overhead line voltage Vs. Then, a transient current flows to the smoothing capacitor 15.

In the case where the current withstand capability Itmax of the IGBT and the current withstand capability Idmax of the forward current of the diode are different from each other and have the performance of the above-described formula 1, the railway vehicle drive control device to which the present invention is applied has a power conversion circuit. Iset whose overcurrent discrimination value during operation is equal to or less than Itmax
Is set to a value of 2, and the overcurrent determination value when the power conversion circuit is stopped is set to Iset or less Iset
A value of 1 can be set. With this function, the limitation on the current flowing through the switching elements 13U to 13Y while the second power conversion circuit 12 is stopped can be relaxed compared to the conventional case, and protection is unnecessarily detected and the AC circuit switch 66 is opened. Can be prevented.

FIG. 38 shows overcurrent detection means 108 of the railway vehicle drive control apparatus according to the eighteenth embodiment of the present invention.
It is the figure which showed another example of a structure. The overcurrent detection means 108 compares the maximum value of the current that is the output signal of the current detection means with a preset current discrimination value that detects the overcurrent, and determines the maximum current magnitude. If the value is equal to or greater than the overcurrent determination value Iset, the overcurrent is detected and an overcurrent signal 109 is output. Other components and operations are the same as those described above with reference to FIG.

In the railway vehicle drive control device shown in FIG. 35, the current detection means 14U to 14Y are provided as separate components from the switching elements 13U to 13Y, but the current detection means 14U to 1 are provided.
4Y may be built in the switching elements 13U to 13Y.

35, the current detection means 14U to 14Y are provided on the AC circuit side of the switching elements 13U to 13Y, but the current detection means 14U to 14Y are provided.
Since Y is for detecting the current flowing through each arm of the second power conversion circuit 12,
39, provided between the switching elements 13U and 13V of each arm and the positive side circuit of the intermediate DC circuit, and between the switching elements 13X and 13Y and the negative side circuit of the intermediate DC circuit. May be.

Other components and operations are the same as those of the railway vehicle drive control device according to the ninth embodiment of the present invention described above.

(Nineteenth embodiment)
The configuration of the overcurrent detection means 108 of the railway vehicle drive control apparatus according to the nineteenth embodiment of the present invention is shown in FIG. The railway vehicle drive control device according to the nineteenth embodiment of the present invention differs from the aforementioned rail vehicle drive control device according to the eighteenth embodiment of the present invention in the configuration and operation of the overcurrent detection means 108.

The overcurrent discriminating value includes a discriminating value Iset for immediately detecting an overcurrent and a preset time element Tset1.
A discriminant value IsetD for detecting an overcurrent is provided on the condition that elapses. The discriminant value Iset for detecting an immediate overcurrent is set to the value of Iset1 when the gate start signal 107 is 0 (all switching elements of the power conversion circuit are in the OFF state), and the gate start signal 107 is 1 (power conversion circuit). When the switching element is ON / OFF)
The value of set2 is set. The discriminant value IsetD for detecting an overcurrent on condition that the time element Tset1 has elapsed is set to the value of Iset3 when the gate start signal 107 is 0, and is set 4 when the gate start signal 107 is 1. The value of is set.

With regard to the current withstand capability Itmax of the IGBT, when the current withstand capability ItmaxS with respect to a short-time current and the current withstand capability ItmaxC with respect to a continuous current are different, and with respect to the current withstand capability Idmax of a forward current of a diode, In the case where the current withstand capability IdmaxC with respect to the current is different and the performance of the above-described expression 2 is satisfied, in the railway vehicle drive control device to which the present invention is applied, the power conversion circuit performs the discriminant value Iset for immediately detecting the overcurrent. It can be set to a value of Iset1 that is less than or equal to IdmaxS during stoppage, and can be set to a value of Iset2 that is less than or equal to ItmaxS while the power conversion circuit is operating. Also, the discriminant value IsetD for detecting overcurrent in a timely manner is set to a value of Iset3 that is equal to or less than IdmaxC when the power conversion circuit is stopped, and ItmaxC when the power conversion circuit is operating.
The value of Iset4 can be set as follows.

Other components and operations are the same as those of the railway vehicle drive control device according to the eighteenth embodiment of the present invention, and the effects of the present invention can be obtained in the same manner.

(20th embodiment)
41 and 42 show the configuration of the railway vehicle drive control device according to the twentieth embodiment of the present invention. The railway vehicle drive control device according to the twentieth embodiment of the present invention differs from the aforementioned rail vehicle drive control device according to the eighteenth embodiment of the present invention in that there is no gate start signal 107 and overcurrent detection means. The configuration and operation of 108 are different.

The overcurrent determination value includes a determination value IsetF that is compared with the magnitude of the positive direction current flowing through the switching elements 13U to 13Y and an IsetR that is compared with the magnitude of the negative direction current flowing through the switching elements 13U to 13Y. It is. When the direction of the current flowing when the IGBT is in the conductive state (ON) is the positive direction and the direction of the forward current of the diode connected in reverse parallel is the negative direction, the current withstand capability Itmax of the IGBT and the current of the forward current of the diode In the case where the magnitude of the tolerable amount Idmax is different and the performance of the above expression 3 is satisfied, in the railway vehicle drive control device to which the present invention is applied, the discrimination value for detecting the overcurrent is set as the positive current. The discriminant value to be compared can be set to a value of IsetF that is equal to or less than Itmax, and the discriminant value to be compared with the negative direction current can be set to a value of IsetR that is equal to or less than Idmax.

Other components and operations are the same as those of the railway vehicle drive control device according to the eighteenth embodiment of the present invention, and the effects of the present invention can be obtained in the same manner.

(Twenty-first embodiment)
FIG. 43 shows the configuration of the overcurrent detection means of the railway vehicle drive control apparatus according to the twenty-first embodiment of the present invention. The railway vehicle drive control device according to the twenty-first embodiment of the present invention differs from the aforementioned rail vehicle drive control device according to the twentieth embodiment of the present invention in the configuration and operation of the overcurrent detection means 108.

The overcurrent determination value includes a determination value IsetF that is compared with the magnitude of the positive current flowing through the switching elements 13U to 13Y, and an IsetR1 that immediately detects the overcurrent compared with the magnitude of the negative direction current flowing through the switching elements 13U to 13Y. A feature is that IsetR2 for detecting an overcurrent is provided on the condition that a preset time element Tset1 has passed in comparison with the magnitude of the negative direction current flowing through the switching elements 13U to 13Y. When the direction of the current flowing when the IGBT is in the conductive state (ON) is the positive direction and the direction of the forward current of the diode connected in reverse parallel is the negative direction, the current withstand capability Itmax of the IGBT and the current of the forward current of the diode In the case where the magnitude of the withstand current Idmax is different, and the current withstand capacity IdmaxS for a short-time current of the forward current of the diode and the current endurance Idma for a continuous current
In the case where the size of xC is different and the performance of the above-described expression 4 is satisfied, in the railway vehicle drive control device to which the present invention is applied, the discrimination value for detecting the overcurrent is compared with the forward current. Is set to a value of IsetF that is equal to or less than Itmax, and is set to a value of IsetR1 that is equal to or less than IdmaxS as a determination value for detecting an overcurrent immediately compared to the negative current. The discriminating value for detecting the overcurrent can be set to a value of IsetR2 that is equal to or less than IdmaxC.

Other components and operations are the same as those of the railway vehicle drive control device according to the twentieth embodiment of the present invention, and the effects of the present invention can be obtained similarly.

The configurations of the current detection means 14U to 14Y and the overcurrent detection means 108 shown in the railway vehicle drive control apparatus according to the eighteenth to twenty-first embodiments of the present invention are the ninth to eleventh aspects of the present invention described above. It is possible to provide a railway vehicle drive control apparatus by providing as an additional component to the configuration of the railway vehicle drive control apparatus of the embodiment.

(Twenty-second embodiment)
FIG. 44 shows the configuration of a railway vehicle drive control device according to the twenty-second embodiment of the present invention. Compared to the configuration of the railway vehicle drive control apparatus of the eighteenth embodiment of the present invention described above, the configurations of the current detection means and the overcurrent detection means are different.

45 and 46 are configuration examples of a control unit, a control circuit, and an overcurrent detection unit of a railway vehicle drive control device according to a twenty-second embodiment of the present invention.

14V is a current detection means for detecting the current flowing in the AC circuit between the transformer secondary winding 64 and the second power conversion circuit.

The overcurrent detection means 108 is an output signal 1 that is the magnitude of the current detected by the current detection means 14V.
14V is compared with a preset current discriminating value for detecting an overcurrent. If the magnitude of the current is equal to or greater than the overcurrent discriminating value, the overcurrent is detected and an overcurrent signal 109 is output.

The overcurrent detection means 108 compares the magnitude of the current, which is the output signal of the current detection means, with a preset current discrimination value for detecting the overcurrent, and the magnitude of the current is the overcurrent discrimination value Is.
If it is equal to or greater than et, an overcurrent is detected and an overcurrent signal 109 is output. Overcurrent discrimination value Iset
When the gate start signal 107 is 0 (all switching elements of the power conversion circuit are in the OFF state), the value of Iset1 is set, and the gate start signal 107 is 1 (switching element of the power conversion circuit is ON / OFF operation) ), The value of Iset2 is set.

When the overhead line voltage as the power source suddenly rises while the power conversion circuit of the railway vehicle drive control device is stopped, the diodes of the switching elements 13U to 13Y are connected due to the difference voltage between the voltage Vdc of the smoothing capacitor 15 and the overhead line voltage Vs. Then, a transient current flows to the smoothing capacitor 15.

In the case where the current withstand capability Itmax of the IGBT and the current withstand capability Idmax of the forward current of the diode are different from each other and have the performance of the above-described formula 1, the railway vehicle drive control device to which the present invention is applied has a power conversion circuit. Iset whose overcurrent discrimination value during operation is equal to or less than Itmax
Is set to a value of 2, and the overcurrent determination value when the power conversion circuit is stopped is set to Iset or less Iset
A value of 1 can be set.

In the railway vehicle drive control device shown in FIG. 44, the current detection means 14V is the AC circuit switch 66 of the AC circuit between the transformer secondary winding 64 and the second power conversion circuit 12. Although provided in the circuit on the opposite side, the current detection means 14V is for detecting the current flowing in the AC circuit, so it is provided in the phase circuit on the side where the AC circuit switch 66 is provided. Also good.

Other components and operations are the same as those of the railway vehicle drive control device according to the eighteenth embodiment of the present invention described above.

(Twenty-third embodiment)
FIG. 47 shows the configuration of a railway vehicle drive control device according to a twenty-third embodiment of the present invention. The railway vehicle drive control apparatus according to the twenty-third embodiment of the present invention differs from the aforementioned railway vehicle drive control apparatus according to the twenty-second embodiment of the present invention in the configuration and operation of the overcurrent detection means 108.

The overcurrent discriminating value includes a discriminating value Iset for immediately detecting an overcurrent and a preset time element Tset1.
A discriminant value IsetD for detecting an overcurrent is provided on the condition that elapses. The discriminant value Iset for detecting an immediate overcurrent is set to the value of Iset1 when the gate start signal 107 is 0 (all switching elements of the power conversion circuit are in the OFF state), and the gate start signal 107 is 1 (power conversion circuit). When the switching element is ON / OFF)
The value of set2 is set. The discriminant value IsetD for detecting an overcurrent on condition that the time element Tset1 has elapsed is set to the value of Iset3 when the gate start signal 107 is 0, and is set 4 when the gate start signal 107 is 1. The value of is set.

With regard to the current withstand capability Itmax of the IGBT, when the current withstand capability ItmaxS with respect to a short-time current and the current withstand capability ItmaxC with respect to a continuous current are different, and with respect to the current withstand capability Idmax of a forward current of a diode, When the current withstand capability IdmaxC with respect to the current is different and the performance as in the above-described expression 2 is provided, the railcar drive control device to which the present invention is applied immediately determines the discriminant value Is for detecting the overcurrent.
et can be set to a value of Iset1 that is equal to or less than IdmaxS when the power conversion circuit is stopped, and can be set to a value of Iset2 that is equal to or less than ItmaxS when the power conversion circuit is operating. Further, the discriminant value IsetD for detecting the overcurrent with time is set to a value of Iset3 which is equal to or less than IdmaxC when the power conversion circuit is stopped, and Itm when the power conversion circuit is operating.
It can be set to a value of Iset4 that is less than or equal to axC.

Other components and operations are the same as those of the railway vehicle drive control device according to the twenty-second embodiment of the present invention, and the effects of the present invention can be obtained in the same manner.

The configurations of the current detection means 14V and the overcurrent detection means 108 shown in the railway vehicle drive control apparatus of the twenty-second and twenty-third embodiments of the present invention are the ninth to eleventh embodiments of the present invention described above. It is possible to provide a railway vehicle drive control apparatus by providing as an additional component to the configuration of the railway vehicle drive control apparatus of the embodiment.

In the description of the railway vehicle drive control device according to the fourteenth embodiment to the twenty-third embodiment of the present invention, the electric motor that drives the vehicle is described as an example in which a permanent magnet electric motor is applied.
The features of the railway vehicle drive control device according to the fourteenth to twenty-third embodiments of the present invention are as follows:
Since the present invention relates to a method for detecting an overcurrent of the current flowing through the second power conversion circuit, the effect of the present invention is similarly applied when an induction motor or a field excitation type synchronous motor is applied to a vehicle drive motor. Obtainable. In this case, in the case of an electric motor that does not have a built-in permanent magnet and does not generate an induced voltage along with its rotation, a configuration in which an electric motor circuit switch is not provided is also possible.

Furthermore, in the railway vehicle drive control apparatus according to the first embodiment to the twenty-third embodiment of the present invention, the first power conversion circuit 2 that is an inverter circuit in the drawings showing the respective embodiments.
2, a second power conversion circuit 12 that is a converter circuit, and a first drive group inverter circuit 32.
The internal circuit of the second drive group inverter circuit 42 is shown as an example of a two-level circuit, but the second power conversion circuit 12 that is a converter circuit, such as a railway vehicle drive control device shown in FIG. Even when it is configured with a neutral point clamp type three-level circuit,
The effect of this invention can be acquired similarly. Also, even if the first power conversion circuit, which is an inverter circuit, is configured with a neutral point clamp type three level circuit, both the converter circuit and the inverter circuit are configured with a neutral point clamp type three level circuit. Also good. That is, if the second power conversion circuit 12 which is the converter circuit in the diagram shown as the embodiment of the present invention is a converter circuit that converts an AC voltage into a DC voltage having an arbitrary magnitude, its internal circuit The present invention can be applied regardless of the configuration, and the effects of the present invention can be similarly obtained. Similarly, the first power conversion circuit 22, the first drive group inverter circuit 32, and the second drive group inverter circuit 42, which are inverter circuits in the diagram shown as the embodiment of the present invention, have a DC voltage of an arbitrary magnitude. Any inverter circuit that converts the current voltage into an alternating voltage having an arbitrary frequency can be applied regardless of the configuration of the internal circuit, and the effects of the present invention can be similarly obtained.

According to the railway vehicle drive control device according to the present invention, when the railway vehicle drive control device is activated while the railway vehicle is running, the motor circuit switch in a state where the permanent magnet motor rotates and generates an induced voltage. A railway vehicle drive control device capable of preventing the motor circuit switch from being opened unnecessarily by detecting a transient current to the smoothing capacitor incorporated in the rail vehicle drive control device unnecessarily. realizable.

Further, according to the railway vehicle drive control device according to the present invention, when the power supply voltage (overhead line voltage) rises rapidly, a transient current from the overhead line side to the smoothing capacitor is unnecessarily detected to detect the overcurrent. It is possible to realize a railway vehicle drive control device that can prevent opening of the switch.

Furthermore, it is possible to make maximum use of the current withstand capability of the switching element applied to the power conversion means built in the railway vehicle drive control device and the current withstand capability of the diode applied to the arm of the power conversion means. Thus, the performance of the railway vehicle drive control device can be improved and the device can be reduced in size.

The figure which shows the structural example of the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The figure which shows the structural example of the control part of the railway vehicle drive control apparatus of the 1st Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The figure which shows the example of the transient electric current when the electric motor circuit switch is thrown in the railway vehicle drive control device The figure which shows another example of a structure of the overcurrent detection means of the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The figure which shows another example of a structure of the rail vehicle drive control apparatus of the 1st Embodiment of this invention. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 2nd Embodiment of this invention. The figure which shows the structure of the control part of the railway vehicle drive control apparatus of the 3rd Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structure of the overcurrent detection means of the rail vehicle drive control apparatus of the 3rd Embodiment of this invention. The figure which shows the structure of the overcurrent detection means of the rail vehicle drive control apparatus of the 4th Embodiment of this invention. The figure which shows the structural example of the rail vehicle drive control apparatus of the 5th Embodiment of this invention. The figure which shows the structural example of the rail vehicle drive control apparatus of the 6th Embodiment of this invention. The figure which shows the structural example of the control part of the railway vehicle drive control apparatus of the 6th Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structural example of the rail vehicle drive control apparatus of the 7th Embodiment of this invention. The figure which shows the structural example of the control part of the railway vehicle drive control apparatus of the 7th Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structural example of the rail vehicle drive control apparatus of the 8th Embodiment of this invention. The figure which shows the structural example of the control part of the railway vehicle drive control apparatus of the 8th Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structural example of the rail vehicle drive control apparatus of the 9th Embodiment of this invention. The figure which shows the structural example of the control part of the rail vehicle drive control apparatus of the 9th Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structural example of the rail vehicle drive control apparatus of the 10th Embodiment of this invention. The figure which shows the structural example of the rail vehicle drive control apparatus of the 11th Embodiment of this invention. The figure which shows the structural example of the rail vehicle drive control apparatus of the 12th Embodiment of this invention. The figure which shows the structural example of the control part of the railway vehicle drive control apparatus of the 12th Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 12th Embodiment of this invention. The figure which shows another example of a structure of the overcurrent detection means of the rail vehicle drive control apparatus of the 12th Embodiment of this invention. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 13th Embodiment of this invention. The figure which shows the structural example of the rail vehicle drive control apparatus of the 14th Embodiment of this invention. The figure which shows the structural example of the control part of the rail vehicle drive control apparatus of 14th Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of 14th Embodiment of this invention. The figure which shows the example of the transient current when the power supply voltage (overhead voltage) rises rapidly in the railway vehicle drive control device The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of 15th Embodiment of this invention. The figure which shows the structural example of the control part of the rail vehicle drive control apparatus of 16th Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 16th Embodiment of this invention. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 17th Embodiment of this invention. The figure which shows the structural example of the rail vehicle drive control apparatus of the 18th Embodiment of this invention. The figure which shows the structural example of the control part of the railway vehicle drive control apparatus of the 18th Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 18th Embodiment of this invention. The figure which shows another example of a structure of the overcurrent detection means of the rail vehicle drive control apparatus of the 18th Embodiment of this invention. The figure which shows another example of a structure of the rail vehicle drive control apparatus of the 18th Embodiment of this invention. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 19th Embodiment of this invention. The figure which shows the structural example of the control part of the railway vehicle drive control apparatus of 20th Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 20th Embodiment of this invention. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 21st Embodiment of this invention. The figure which shows the structural example of the rail vehicle drive control apparatus of the 22nd Embodiment of this invention. The figure which shows the structural example of the control part of the railway vehicle drive control apparatus of the 22nd Embodiment of this invention, a control circuit, and an overcurrent detection means. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 22nd Embodiment of this invention. The figure which shows the structural example of the overcurrent detection means of the rail vehicle drive control apparatus of the 23rd Embodiment of this invention. The figure which shows a structure at the time of the railway vehicle drive control apparatus of the 9th Embodiment of this invention when a converter circuit is made into a neutral point clamp type | mold 3 level circuit. The figure which shows the structure of the rail vehicle drive control apparatus of a prior art The figure which shows the structure of the control part and control circuit of a rail vehicle drive control apparatus of a prior art The figure which shows the example of the induced voltage of a permanent-magnet motor terminal when a permanent-magnet motor is rotating The figure which shows the example of the transient current when the electric motor circuit switch is thrown in the rail vehicle drive control apparatus of a prior art The figure which shows the example of the transient current when the power supply voltage (overhead voltage) rises rapidly in the rail vehicle drive control apparatus of a prior art

Explanation of symbols

1 DC power supply (overhead wire)
2 Current collector 3 DC circuit breaker 4 DC circuit switch 5 Charging switch 6 Charging circuit resistor 7 Smoothing reactor 8 Wheel 9 Rail (return)
DESCRIPTION OF SYMBOLS 10 Power conversion means 12 2nd power conversion circuit 13A, 13B Chopper circuit switching element 13U-13Y Converter circuit switching element 14A, 14U-Y Current detection means 15 Smoothing capacitor 16 DC voltage detection means 21 Permanent magnet motor 22 1st electric power Conversion circuits 23U to 23Z Inverter circuit switching elements 24U to 24Z Current detection means 25 Motor circuit switch 25A First motor circuit switch 25B Second motor circuit switch 26U, 26W Motor current detection means 31 Permanent for first drive group Magnet motor 32 Inverters 33U to 33Z in the first drive group Inverter circuit switching elements 34U to 34Z in the first drive group Current detection means 35 in the first drive group Motor circuit switch 41 in the first drive group 41 Permanent magnets in the second drive group Electric motor 42 Inverter 43 of second drive group U to 43Z Inverter circuit switching elements 44U to 44Z of the second drive group Current detection means 45 of the second drive group Motor circuit switch 61 of the second drive group AC power supply (overhead wire)
62 AC circuit breaker 63 Transformer primary winding 64 Transformer secondary winding 65 Transformer tertiary winding 66 AC circuit switch 67 Charging circuit step-up transformer 68 Charging rectifier circuit 69 AC current detection means 101 Control circuit Power supply 102 Control circuit power supply ground 103 Control unit 104 DC circuit switch drive operation coil 105 Charging switch drive operation coils 106a to 106h Relay 107 Gate start signal 108 Overcurrent detection means 109 Overcurrent signal 113A, 113B Chopper circuit gate signal 113U ~ 113Y Converter circuit gate signal 114A, 114U ~ Y Current detection means output signal 116 DC voltage detection means output signal 123U ~ 123Z Inverter circuit gate signals 124U ~ 124W Current detection means output signal 125 Motor circuit switch drive operation coil 125A First electric Motivation circuit switch driving operation coil 125B Second motor circuit switch driving operation coils 126U, 126W Output signals 133U to 133Z of motor current detection means Inverter circuit gate signals 134U to 134W of the first drive group Current detection of the first drive group Output signal 135 of the motor circuit switch drive operation coils 143U to 143Z of the first drive group Inverter circuit gate signals 144U to 144W of the second drive group Output signal 145 of the current detection means of the second drive group Electric motor of the second drive group Circuit switch drive operation coil 169 Output signal of AC current detection means

Claims (12)

Power supply voltage is an arbitrary voltage and an n-phase AC voltage of an arbitrary frequency (n is an arbitrary number representing the number of AC phases)
Power conversion means for supplying alternating current power to a permanent magnet motor that converts the motor into a permanent magnet motor;
Current detection means for detecting a current flowing in an arm or switching element of each phase of the power conversion means;
Comprising overcurrent detection means for detecting an overcurrent with the output of the current detection means as an input;
The overcurrent detection means detects an overcurrent between a case where the power conversion means is operating and a case where the power conversion means is stopped with respect to a current discriminating value for detecting an overcurrent compared with an output of the current detection means. A railcar drive control device characterized by changing a discrimination value of a current to be detected. Power supply voltage is an arbitrary voltage and an n-phase AC voltage of an arbitrary frequency (n is an arbitrary number representing the number of AC phases)
Power conversion means for supplying alternating current power to a permanent magnet motor that converts the motor into a permanent magnet motor;
Current detection means for detecting a current in a circuit between the power conversion means and the permanent magnet motor;
Comprising an overcurrent detection means for detecting an overcurrent of the power conversion means with the output of the current detection means as an input;
The overcurrent detection means detects an overcurrent between a case where the power conversion means is operating and a case where the power conversion means is stopped with respect to a current discriminating value for detecting an overcurrent compared with an output of the current detection means. A railcar drive control device characterized by changing a discrimination value of a current to be detected. Power supply voltage is an arbitrary voltage and an n-phase AC voltage of an arbitrary frequency (n is an arbitrary number representing the number of AC phases)
Power conversion means for supplying alternating current power to a permanent magnet motor that converts the motor into a permanent magnet motor;
Current detection means for detecting a current flowing in an arm or switching element of each phase of the power conversion means;
Comprising overcurrent detection means for detecting an overcurrent with the output of the current detection means as an input;
The railway is characterized in that the overcurrent detecting means sets a discriminant value of a current for detecting an overcurrent as compared with an output of the current detecting means to a different discriminant value depending on a direction of a current flowing through the arm or the switching element. Vehicle drive control device. 4. The railway vehicle drive control device according to claim 3, wherein the overcurrent detection means is configured to detect the current discriminating value for detecting the overcurrent compared with the output of the current detection means, or to switch the arm or switching of each phase of the power conversion means. It has a discriminant value that differs depending on the direction of the current flowing through the element, and at least a discriminant value in one direction of current and a first discriminant value that detects an immediate overcurrent and a preset time And a second discriminating value for detecting an overcurrent, respectively. Power supply voltage is an arbitrary voltage and an n-phase AC voltage of an arbitrary frequency (n is an arbitrary number representing the number of AC phases)
Comprising power conversion means for supplying alternating current power to an alternating current motor that drives the vehicle by converting to
The power conversion means includes a first power conversion circuit that converts a DC voltage into an n-phase AC voltage of an arbitrary voltage and an arbitrary frequency and outputs the converted DC voltage or an AC power supply voltage to an arbitrary DC voltage. And a second power conversion circuit for supplying power to the first power conversion circuit is incorporated,
Current detection means for detecting a current flowing in an arm or a switching element of the second power conversion circuit;
Comprising overcurrent detection means for detecting an overcurrent with the output of the current detection means as an input;
The overcurrent detection means detects an overcurrent between a case where the power conversion means is operating and a case where the power conversion means is stopped with respect to a current discriminating value for detecting an overcurrent compared with an output of the current detection means. A railcar drive control device characterized by changing a discrimination value of a current to be detected. Power conversion means for supplying AC power to an AC motor that drives a vehicle by converting a power supply voltage to an AC voltage of an arbitrary voltage and an arbitrary frequency;
Current detection means for detecting a current flowing in a circuit between the power conversion means and a power source;
Comprising overcurrent detection means for detecting an overcurrent with the output of the current detection means as an input;
The overcurrent detection means detects an overcurrent between a case where the power conversion means is operating and a case where the power conversion means is stopped with respect to a current discriminating value for detecting an overcurrent compared with an output of the current detection means. A railcar drive control device characterized by changing a discrimination value of a current to be detected. In the railway vehicle drive control device according to claim 1, claim 2, claim 5, and claim 6,
The overcurrent detecting means compares the current discriminating value for detecting the overcurrent compared with the output of the current detecting means with the first discriminating value when the power converting means is stopped, and the power converting means operates. If it is, the railway vehicle drive control device is compared with the second discrimination value. In the railway vehicle drive control device according to claim 1, claim 2, claim 5, and claim 6,
The overcurrent detection means includes a determination value when the power conversion means is operating and a determination value when the power conversion means is stopped for a current determination value for detecting an overcurrent compared to the output of the current detection means. Having a discriminant value,
Of these, at least the discriminant value when the power conversion means is stopped, the first discriminant value for immediately detecting an overcurrent, and the second discriminating overcurrent on the condition that a preset time has elapsed.
A railcar drive control device characterized in that each is compared with the discriminant value. In the railway vehicle drive control device according to claim 1, claim 2, claim 5, and claim 6,
The overcurrent detection means includes a first determination value for immediately detecting an overcurrent when the power conversion means is operating with respect to a current determination value for detecting an overcurrent compared to the output of the current detection means; Each is compared with a second discriminant value that detects overcurrent on the condition that a preset time has elapsed,
When the power conversion means is stopped, the third discriminating value for immediately detecting the overcurrent is compared with the fourth discriminating value for detecting the overcurrent on condition that a preset time has elapsed. A railcar drive control device characterized by the above. Power supply voltage is an arbitrary voltage and an n-phase AC voltage of an arbitrary frequency (n is an arbitrary number representing the number of AC phases)
Comprising power conversion means for supplying alternating current power to an alternating current motor that drives the vehicle by converting to
The power conversion means includes a first power conversion circuit that converts a DC voltage into an n-phase AC voltage of an arbitrary voltage and an arbitrary frequency and outputs the converted DC voltage or an AC power supply voltage to an arbitrary DC voltage. And a second power conversion circuit for supplying power to the first power conversion circuit is incorporated,
Current detection means for detecting a current flowing in an arm or a switching element of the second power conversion circuit;
Comprising overcurrent detection means for detecting an overcurrent with the output of the current detection means as an input;
The railway is characterized in that the overcurrent detecting means sets a discriminant value of a current for detecting an overcurrent as compared with an output of the current detecting means to a different discriminant value depending on a direction of a current flowing through the arm or the switching element. Vehicle drive control device. 11. The railway vehicle drive control device according to claim 10, wherein the overcurrent detection means is configured to detect the current discriminating value for detecting the overcurrent compared to the output of the current detection means. It has a discriminant value that differs depending on the direction of the current flowing through the element, and at least a discriminant value in one direction of current and a first discriminant value that detects an immediate overcurrent and a preset time And a second discriminating value for detecting an overcurrent, respectively. Power supply voltage is an arbitrary voltage and an n-phase AC voltage of an arbitrary frequency (n is an arbitrary number representing the number of AC phases)
Power conversion means for supplying alternating current power to a permanent magnet motor that converts the motor into a permanent magnet motor;
Current detection means for detecting current flowing in the electric vehicle control device;
An overcurrent is detected based on the output of the current detection means.

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