JP2016185007A - Vehicle drive system - Google Patents
Vehicle drive system Download PDFInfo
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- JP2016185007A JP2016185007A JP2015063598A JP2015063598A JP2016185007A JP 2016185007 A JP2016185007 A JP 2016185007A JP 2015063598 A JP2015063598 A JP 2015063598A JP 2015063598 A JP2015063598 A JP 2015063598A JP 2016185007 A JP2016185007 A JP 2016185007A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L9/00—Electric propulsion with power supply external to the vehicle
- B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
- B60L9/24—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines
- B60L9/28—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines polyphase motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L9/00—Electric propulsion with power supply external to the vehicle
- B60L9/005—Interference suppression
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/20—AC to AC converters
Abstract
Description
本発明は、電力変換装置を備えた編成列車の駆動システムに関するものである。 The present invention relates to a train drive system including a power converter.
電力変換装置を使用して車両駆動用の電動機を駆動する駆動システムが適用された複数の鉄道車両を連結して構成された列車が普及している。交流電源の架線区間を走行する列車の駆動システムとしては，交流を直流に変換するコンバータが用いられる構成が一般的である。このようなコンバータとしては,ブリッジ結線されたダイオードのそれぞれに自己消弧形スイッチング素子を逆並列した回路構成を備え，PWM(pulse width modulation)制御を採用したPWMコンバータが，広く用いられている。
2. Description of the Related Art Trains configured by connecting a plurality of railway vehicles to which a drive system that drives a motor for driving a vehicle using a power conversion device is applied are widespread. As a drive system for a train that runs in an overhead line section of an AC power source, a configuration that uses a converter that converts AC to DC is common. As such a converter, a PWM converter having a circuit configuration in which a self-extinguishing type switching element is antiparallel to each of bridge-connected diodes and adopting PWM (pulse width modulation) control is widely used.
PWMコンバータでスイッチング動作が行われると，交流電源側にはコンバータのキャリア周波数の整数倍の周波数を中心とした高調波(以下，整数倍の高調波と呼ぶ)が現れる。このようなPWMコンバータを複数台搭載している列車においては，整数倍の高調波がPWMコンバータの台数分だけ多重化され，その多重化された高調波が交流電源側に出現する。そのため，当該列車が走行する軌道上に設置された保安装置等のインフラで使用される信号の周波数帯と，多重化された高調波の周波数帯が重なる場合には，インフラの動作に影響を与える可能性がある。
When a switching operation is performed by the PWM converter, harmonics centering on an integer multiple of the converter carrier frequency (hereinafter referred to as an integral multiple harmonic) appear on the AC power supply side. In trains equipped with multiple PWM converters, multiples of integer multiples are multiplexed by the number of PWM converters, and the multiplexed harmonics appear on the AC power supply side. Therefore, if the frequency band of signals used in the infrastructure such as security equipment installed on the track on which the train runs overlaps with the frequency band of multiplexed harmonics, the operation of the infrastructure will be affected. there is a possibility.
そのため，複数台のPWMコンバータを搭載した列車の駆動システムでは，架線より単相交流を受電する変圧器の2次側に備えられた複数のPWMコンバータ間，架線より単相交流を受電する複数の変圧器間，編成間のキャリアに位相差をつけて運転することにより，発生する前記高調波を低減するキャリア位相差運転が行われる。このキャリア位相差運転を適用することで，整数倍の高調波の出現を抑制することが特許文献1に開示されている。
For this reason, in a train drive system equipped with multiple PWM converters, multiple PWM converters installed on the secondary side of a transformer that receives single-phase AC from an overhead line, and multiple phases that receive single-phase AC from an overhead line. By operating with a phase difference between the carriers between the transformers and between the trains, carrier phase difference operation is performed to reduce the generated harmonics. Patent Document 1 discloses that the occurrence of an integral multiple of harmonics is suppressed by applying this carrier phase difference operation.
列車の駆動システムが複数のコンバータを備える場合，各コンバータには列車走行用の電動機を駆動するインバータが接続され，コンバータからインバータへ電動機を駆動するための直流電力が供給される。また、列車には車両内の照明や空調機等の補機へ電力を供給する補助電源装置が複数個搭載され，当該補助電源装置にはコンバータから直流電力が供給される。 When the train drive system includes a plurality of converters, each converter is connected to an inverter that drives a motor for running the train, and DC power for driving the motor is supplied from the converter to the inverter. In addition, a train is equipped with a plurality of auxiliary power supplies that supply power to auxiliary equipment such as lighting and air conditioners in the vehicle, and DC power is supplied from the converter to the auxiliary power supplies.
ここで，補助電源装置の数は，列車に搭載される補機全体で要求される電力量に基づいて決定されるため，一般的には，補助電源装置とコンバータの数が同数とならず，一部のコンバータはインバータのみと接続されてインバータのみに電力を供給し，他のコンバータにはインバータ及び補助電源装置が接続されてインバータ及び補助電源装置に電力を供給する構成となる。 Here, since the number of auxiliary power supplies is determined based on the amount of power required for the entire auxiliary equipment mounted on the train, in general, the number of auxiliary power supplies and converters is not the same. Some converters are connected to only the inverter to supply power only to the inverter, and other converters are connected to the inverter and auxiliary power supply to supply power to the inverter and auxiliary power supply.
このような構成において，列車が停止や惰行運転を行う際に，運転台から運転ノッチOFF指令が入力された場合，インバータのみに電力を供給するコンバータは，インバータへ電力を供給する必要が無くなるため，動作を停止してインバータへの電力供給を停止する。また，インバータ及び補助電源装置に電力を供給するコンバータは，インバータへ電力を供給する必要は無くなるが，補助電源装置へ電力供給を継続する必要があるため，動作を継続して補助電源装置への電力供給を継続させる。 In such a configuration, if the operation notch OFF command is input from the cab when the train stops or coasts, the converter that supplies power only to the inverter does not need to supply power to the inverter. , Stop operation and stop power supply to the inverter. In addition, the converter that supplies power to the inverter and the auxiliary power supply need not supply power to the inverter, but it must continue to supply power to the auxiliary power supply. Continue power supply.
しかしながら，特許文献１のように，コンバータ間でキャリアに位相差をつけて運転し，発生する高調波を低減するキャリア位相差運転が行われる場合に，ノッチOFF指令が入力されると，インバータのみに電力を供給するコンバータが停止し，編成全体での位相差の関係が成立しなくなり，電源側の高調波ノイズが増加して，列車が走行する軌道上に設置された保安装置等のインフラの動作に影響を与える虞が生じる。 However, as in Patent Document 1, when a carrier phase difference operation is performed to reduce the generated harmonics when a carrier is operated with a phase difference between the converters, only the inverter is input. The converter that supplies power to the train stops, the phase difference relationship for the entire train is no longer established, harmonic noise on the power source side increases, and infrastructure such as security devices installed on the track on which the train runs There is a risk of affecting the operation.
本発明では，列車が力行またはブレーキの駆動指令を出力せずに，列車が惰行又は停止する場合であっても，電源側に発生する高調波成分を抑制することを目的とする。
An object of the present invention is to suppress harmonic components generated on the power source side even when the train coasts or stops without outputting a power running or brake drive command.
上記課題に対して本発明は，電車線から交流電力の供給を受ける集電装置と，集電装置を介して受けた交流電力を変圧する変圧器と，変圧器から得られる交流電力を直流電力に変換する電源用変換器及び電源用変換器から得られる直流電力を交流電力に変換してモータを駆動するモータ駆動用変換器で構成される複数の電力変換ユニットと，電力変換ユニットの直流部から得られた直流電力を補機駆動用の交流電力に変換する補助電源装置と，を備え，複数の電力変換ユニットにおける複数の電源用変換器は，それぞれキャリア位相に所定の差を設けて動作する車両駆動システムにおいて，複数の電力変換ユニットは，補助電源装置に直流電力を供給する第１の電力変換ユニットと，補助電源装置に直流電力を供給しない第２の電力変換ユニットで構成され，編成列車の駆動指令としてOFF指令が入力され，かつ，補助電源装置の運転指令としてON指令が入力されている場合に，第１の電力変換ユニットの電源用変換器を動作させて補助電源装置に直流電力を供給すると共に，第２の電力変換ユニットの電源用変換器を動作させることを特徴とする。 In view of the above problems, the present invention provides a current collector that receives AC power supplied from a train line, a transformer that transforms AC power received through the current collector, and AC power obtained from the transformer as DC power. A plurality of power conversion units composed of a power converter for converting to DC power, a DC motor obtained by converting DC power obtained from the power converter into AC power, and driving a motor, and a DC section of the power conversion unit A plurality of power converters in a plurality of power conversion units, each operating with a predetermined difference in carrier phase. In the vehicle drive system, the plurality of power conversion units include a first power conversion unit that supplies DC power to the auxiliary power supply and a second power conversion unit that does not supply DC power to the auxiliary power supply. The power converter of the first power conversion unit is operated when an OFF command is input as a train drive command and an ON command is input as an auxiliary power device operation command. In addition, DC power is supplied to the auxiliary power supply device, and the power converter of the second power conversion unit is operated.
本発明を適用することにより，列車が惰行又は停止する場合であっても，電源側に重畳する高調波を抑制する車両駆動システムを提供することができる。 By applying the present invention, it is possible to provide a vehicle drive system that suppresses harmonics superimposed on the power supply side even when the train coasts or stops.
以下に，図面を用いて詳細な実施形態を説明する。 Detailed embodiments will be described below with reference to the drawings.
［実施例１］
図１は、本発明の車両駆動システムの構成の一例を示している。本実施形態における車両駆動システムは、例えば９両の車両を連結して構成される編成列車に搭載され，電車線から交流電力を受け取る集電装置１と，受け取った交流電力を変圧する変圧器２と，変圧器２の二次巻線側に接続されて交流電力を直流電力に変換して直流部に出力するコンバータ（電源用変換器）３と，車両駆動用のモータ６と，コンバータ３の出力する直流電力を交流電力に変換してモータを駆動するインバータ（モータ駆動用変換器）４と，コンバータ３とインバータ４により構成される電力変換ユニット５と，コンバータ３の出力する直流電力を定電圧定周波数の交流電力に変換して，当該交流電力を車両内の照明や空調等の補機に供給する補助電源装置（APS）７と，運転士から編成列車の駆動指令及び補助電源装置の運転指令が入力される運転台９と，運転台からの指令に応じて各電力変換ユニットへコンバータとインバータの動作指令を出力する車両制御装置８とを備えている。
[Example 1]
FIG. 1 shows an example of the configuration of the vehicle drive system of the present invention. The vehicle drive system according to the present embodiment is mounted on a train train configured by connecting, for example, nine vehicles, and includes a current collector 1 that receives AC power from a train line, and a transformer 2 that transforms the received AC power. A converter (power converter) 3 connected to the secondary winding side of the transformer 2 to convert AC power into DC power and output to the DC section, a motor 6 for driving the vehicle, The inverter (motor drive converter) 4 that converts the output DC power to AC power and drives the motor, the converter 3 and the power conversion unit 5 composed of the inverter 4, and the DC power output from the converter 3 are determined. Auxiliary power supply (APS) 7 that converts the AC power into constant voltage AC power and supplies the AC power to auxiliary equipment such as lighting and air conditioning in the vehicle; luck A cab 9 which command is input, and a vehicle control device 8 outputs an operation command of the converter and the inverter to the power conversion unit in response to a command from the vehicle cab.
車両１は，屋根上に集電装置１，床下に変圧器２と補助電源装置７を搭載している。変圧器２は，一次巻線の一端が集電装置と接続され，他端が車輪を介して接地側と接続されている。また変圧器２の二次巻線側は，車両２及び車両３に搭載されたコンバータと接続されている。 The vehicle 1 is equipped with a current collector 1 on the roof and a transformer 2 and an auxiliary power supply 7 below the floor. In the transformer 2, one end of the primary winding is connected to the current collector, and the other end is connected to the ground side via a wheel. The secondary winding side of the transformer 2 is connected to the vehicle 2 and a converter mounted on the vehicle 3.
車両２には，床下にコンバータ３とインバータ４と複数のモータ６が搭載されている。車両３も車両２と同様に，床下にコンバータ３とインバータ４と複数のモータ６が搭載されている。ここで，車両１に搭載された補助電源装置７は，車両２及び車両３の電力変換ユニット５の直流部と接続可能に構成され，直流電力の供給を受ける電力変換ユニットを車両２及び車両３の電力変換ユニット５いずれかから選択できる機能を有している。通常は，車両２の電力変換ユニット５から電力供給を受けているが，車両２の電力変換ユニット５が故障したり，この電力変換ユニット５と接続された電源線が断線するなど，この電力変換ユニット５から電力供給を受けられない場合には，他方（車両３）の電力変換ユニット５から直流電力の供給を受けることができる構成としている。本実施形態では，車両１に搭載された補助電源装置７が車両２及び車両３の電力変換ユニット５に接続される構成としたが，補助電源装置７が一つの電力変換ユニットと接続される構成としても良い。 In the vehicle 2, a converter 3, an inverter 4, and a plurality of motors 6 are mounted under the floor. Similarly to the vehicle 2, the vehicle 3 has a converter 3, an inverter 4, and a plurality of motors 6 mounted under the floor. Here, the auxiliary power supply device 7 mounted on the vehicle 1 is configured to be connectable to the DC unit of the power conversion unit 5 of the vehicle 2 and the vehicle 3, and the power conversion unit that receives supply of DC power is the vehicle 2 and the vehicle 3. The power conversion unit 5 can be selected from any one of the power conversion units 5. Normally, power is supplied from the power conversion unit 5 of the vehicle 2, but the power conversion unit 5 of the vehicle 2 is broken or the power line connected to the power conversion unit 5 is disconnected. When the power supply from the unit 5 cannot be received, the DC power can be supplied from the power conversion unit 5 on the other side (vehicle 3). In the present embodiment, the auxiliary power supply device 7 mounted on the vehicle 1 is connected to the power conversion unit 5 of the vehicle 2 and the vehicle 3, but the auxiliary power supply device 7 is connected to one power conversion unit. It is also good.
車両４は，車両１と同様に，屋根上に集電装置１，床下に変圧器２と補助電源装置７を搭載している。変圧器２は，一次巻線の一端が集電装置と接続され，他端が車輪を介して接地側と接続されている。また変圧器２の二次巻線側は，車両５に搭載されたコンバータと接続されている。更に，補助電源装置７は，車両３及び車両５に搭載された電力変換ユニット５と接続可能に構成されており，直流電力の供給を受ける電力変換ユニットを車両３と車両５から選択できる機能を有しており，通常は，車両５から直流電力の供給を受け，車両５に電力変換ユニットの異常時には，車両３から直流電力の供給を受ける。なお、補助電源装置７は一つの電力変換ユニットと接続される構成としても良い。 Similar to the vehicle 1, the vehicle 4 includes a current collector 1 on the roof and a transformer 2 and an auxiliary power supply 7 below the floor. In the transformer 2, one end of the primary winding is connected to the current collector, and the other end is connected to the ground side via a wheel. The secondary winding side of the transformer 2 is connected to a converter mounted on the vehicle 5. Further, the auxiliary power supply device 7 is configured to be connectable to the vehicle 3 and the power conversion unit 5 mounted on the vehicle 5, and has a function of selecting a power conversion unit that receives DC power supply from the vehicle 3 and the vehicle 5. Usually, DC power is supplied from the vehicle 5, and DC power is supplied from the vehicle 3 when the power conversion unit is abnormal. The auxiliary power supply device 7 may be configured to be connected to one power conversion unit.
車両５，車両７，車両８は，車両２や車両３と同様に，床下にコンバータ３とインバータ４と複数のモータ６が搭載されている。車両９は，車両１や車両４と同様に，屋根上に集電装置１，床下に変圧器２と補助電源装置７を搭載している。車両６には，上記した各装置は搭載されていないものとする。更に，車両９の補助電源装置７は，車両７及び車両８に搭載された電力変換ユニット５と接続可能に構成されており，直流電力の供給を受ける電力変換ユニットを車両７と車両８から選択できる機能を有しており，通常は，車両８から直流電力の供給を受け，車両８に電力変換ユニットの異常時には，車両７から直流電力の供給を受ける。なお、補助電源装置７は一つの電力変換ユニットと接続される構成としても良い。 Similarly to the vehicle 2 and the vehicle 3, the vehicle 5, the vehicle 7, and the vehicle 8 have the converter 3, the inverter 4, and a plurality of motors 6 mounted under the floor. Similar to the vehicles 1 and 4, the vehicle 9 includes a current collector 1 on the roof and a transformer 2 and an auxiliary power supply 7 below the floor. It is assumed that the above-described devices are not mounted on the vehicle 6. Further, the auxiliary power supply device 7 of the vehicle 9 is configured to be connectable to the power conversion unit 5 mounted on the vehicle 7 and the vehicle 8, and selects a power conversion unit that receives DC power supply from the vehicle 7 and the vehicle 8. In general, DC power is supplied from the vehicle 8, and DC power is supplied from the vehicle 7 when the power conversion unit is abnormal. The auxiliary power supply device 7 may be configured to be connected to one power conversion unit.
次に，図２及び図３を用いて，図１に示した編成構成において位相差制御を実施した場合の低次の高調波の発生状況について説明する。まず，位相差制御を図２を用いて説明する。各車両に搭載されているコンバータ３は同一のキャリアｆｓで運転されており，互いに所定の位相差となるように位相に差を設けて運転される。車両１の変圧器２に接続されている車両２と車両３のコンバータ３のキャリアに９０度の位相差を設け，車両９の変圧器２に接続されている車両７と車両８のコンバータ３のキャリアに９０度の位相差を設け，更に，車両１と車両９の変圧器間に４５度の移動差を設け，車両１と車両４と車両９の各変圧器間にそれぞれ２２.５度の位相差を設けた位相差制御を行う。 Next, with reference to FIG. 2 and FIG. 3, a description will be given of the generation state of low-order harmonics when the phase difference control is performed in the knitting configuration shown in FIG. First, phase difference control will be described with reference to FIG. Converters 3 mounted on each vehicle are operated with the same carrier fs, and are operated with a difference in phase so that a predetermined phase difference is obtained. The carrier of the converter 3 of the vehicle 2 and the vehicle 3 connected to the transformer 2 of the vehicle 1 is provided with a phase difference of 90 degrees, and the converter 3 of the vehicle 7 and the vehicle 8 connected to the transformer 2 of the vehicle 9 A 90 degree phase difference is provided in the carrier, a 45 degree movement difference is provided between the transformers of the vehicle 1 and the vehicle 9, and 22.5 degrees is provided between the transformers of the vehicle 1, the vehicle 4 and the vehicle 9 respectively. Phase difference control with a phase difference is performed.
このような位相差制御を行った場合，９０度の位相差を設けた車両２と車両３のコンバータ間，及び車両７と車両８のコンバータ間のキャリア周波数ｆｓの２倍の周波数成分２ｆｓは１８０度の位相差となるため，互いに打ち消しあう。更に，４５度の位相差を設けた車両１と車両９の変圧器間の４倍の周波数成分４ｆｓも１８０度の位相差となるため，互いに打ち消しあう。更に，２２.５度の位相差を設けた車両１と車両４と車両９の変圧器間の８倍の周波数成分８ｆｓも１８０度の位相差となるため，車両４により車両１と車両９から発生する周波数成分８ｆｓの一部を打ち消す。 When such phase difference control is performed, the frequency component 2fs that is twice the carrier frequency fs between the converters of the vehicle 2 and the vehicle 3 and the converters of the vehicle 7 and 8 that have a phase difference of 90 degrees is 180. Because they are phase differences of degrees, they cancel each other. Further, the quadruple frequency component 4fs between the transformers of the vehicle 1 and the vehicle 9 having a phase difference of 45 degrees also has a phase difference of 180 degrees, and thus cancel each other. Furthermore, since the frequency component 8fs which is 8 times between the transformers of the vehicle 1, the vehicle 4 and the vehicle 9 provided with a phase difference of 22.5 degrees is also a phase difference of 180 degrees, the vehicle 4 causes the vehicle 1 and the vehicle 9 to A part of the generated frequency component 8fs is canceled.
その結果，電源側に現れる２倍の周波数成分は，車両２と車両３，車両７と車両８のコンバータ間で打ち消し合い，車両５のコンバータ３のみが発生させる高調波に減少する。また，電源側に現れる４倍の周波数成分は，車両１と車両９の変圧器間で打ち消し合い，車両５のコンバータのみが発生させる高調波に減少する。また，電源側に現れる８倍の周波数成分は，車両５のコンバータから発生した高調波が車両１と車両９の変圧器から発生する高調波の一部を打ち消すため，車両１と車両９の変圧器から発生する高調波の一部のみが電源側に現れる。このように，位相差制御を適用した場合には，適用しなかった場合と比較して，電源側に現れる高調波の振幅を低減することができる。 As a result, the double frequency component appearing on the power supply side cancels out between the converters of the vehicle 2 and the vehicle 3, the vehicle 7 and the vehicle 8, and decreases to a harmonic generated only by the converter 3 of the vehicle 5. In addition, the quadruple frequency component appearing on the power supply side cancels out between the transformers of the vehicle 1 and the vehicle 9 and decreases to harmonics generated only by the converter of the vehicle 5. Further, the frequency component of 8 times appearing on the power source side is such that the harmonics generated from the converter of the vehicle 5 cancel out some of the harmonics generated from the transformers of the vehicle 1 and the vehicle 9, so Only some of the harmonics generated from the instrument appear on the power supply side. Thus, when the phase difference control is applied, the amplitude of the harmonics appearing on the power supply side can be reduced compared to the case where the phase difference control is not applied.
ここで，図１に示した編成構成のように，各電力変換ユニットの数と補助電源装置の数が同一ではなく，補助電源装置に電力を供給する電力変換ユニットと，補助電源装置に電力を供給しない電力変換ユニットを有する編成構成において，運転台から入力された駆動指令（力行指令若しくは減速指令）のOFF指令が，車上制御装置を介して各電力変換ユニットへ伝達された場合，従来は，補助電源装置に電力を供給する電力変換ユニットは運転を継続して，補助電源装置に電力を供給しない電力変換ユニットは負荷が零となるため運転を停止していた。そのため，図２に示すように設定していた各コンバータや各変圧器間の位相差が保てなくなり，電源側に生じる高調波が増加するという問題が生じる。そのため，本発明では，運転台から入力された駆動指令（力行指令若しくは減速指令）のOFF指令が，車上制御装置を介して各電力変換ユニットへ伝達された場合であっても，インバータと補助電源装置に電力を供給する電力変換ユニット，及び，補助電源装置に電力を供給しない電力変換ユニット（インバータに電力を供給する電力変換ユニット）の運転を継続させて，図２に示すように設定していた各コンバータや各変圧器間の位相差を保ち，電源側に生じる高調波が増加することを防止する。 Here, as in the organization configuration shown in FIG. 1, the number of power conversion units is not the same as the number of auxiliary power supply units, and power conversion units that supply power to the auxiliary power supply units and power supply to the auxiliary power supply units. In a knitting configuration having a power conversion unit that is not supplied, when a drive command (powering command or deceleration command) OFF command input from the cab is transmitted to each power conversion unit via the on-board controller, The power conversion unit that supplies power to the auxiliary power supply device continues to operate, and the power conversion unit that does not supply power to the auxiliary power supply device stops operating because the load becomes zero. For this reason, the phase difference between the converters and transformers set as shown in FIG. 2 cannot be maintained, and there is a problem that harmonics generated on the power supply side increase. Therefore, in the present invention, even if the OFF command of the drive command (power running command or deceleration command) input from the cab is transmitted to each power conversion unit via the on-board controller, the inverter and auxiliary The power conversion unit that supplies power to the power supply unit and the power conversion unit that does not supply power to the auxiliary power supply unit (power conversion unit that supplies power to the inverter) are continuously operated and set as shown in FIG. The phase difference between the converters and transformers is maintained, and harmonics generated on the power supply side are prevented from increasing.
図４を用いて，車上制御装置の具体的な制御方法を説明する。まず，運転台から車両駆動用モータの駆動指令と補助電源装置の運転指令を受信する（S501）。次に，入力された駆動指令がOFFであるか否かを判断する（S502）。ここで，入力された駆動指令がONであった場合，つまり，加速や減速トルクをモータから出力するための指令である場合には，車上制御装置は駆動指令に応じた動作指令を各電力変換ユニットに出力し，全てのインバータ及びコンバータを動作状態とする（S505）。 A specific control method of the on-board control device will be described with reference to FIG. First, a drive command for the vehicle drive motor and a drive command for the auxiliary power supply are received from the cab (S501). Next, it is determined whether or not the input drive command is OFF (S502). Here, if the input drive command is ON, that is, if it is a command for outputting acceleration or deceleration torque from the motor, the on-board controller sends an operation command corresponding to the drive command to each power. Output to the conversion unit and put all inverters and converters into operation (S505).
入力された駆動指令がOFFであった場合，つまり、加速や減速トルクをモータから出力しないことを意図する指令である場合には，S503に進む。S503では運転台から入力された補助電源装置の運転指令がOFFであるか否かを判断する(S503)。ここで，入力された補助電源装置の運転指令がOFFであった場合，つまり，補助電源装置から補機への電力供給を停止させることを意図する運転指令であった場合には，車上制御装置は全てのインバータ及びコンバータの動作を停止させる指令を，各電力変換ユニットに送信する（S504）。 If the input drive command is OFF, that is, if the command is intended not to output acceleration or deceleration torque from the motor, the process proceeds to S503. In S503, it is determined whether or not the operation command of the auxiliary power supply input from the cab is OFF (S503). Here, if the input operation command of the auxiliary power supply is OFF, that is, if the operation command is intended to stop the power supply from the auxiliary power supply to the auxiliary machine, the on-board control is performed. The device transmits a command to stop the operation of all inverters and converters to each power conversion unit (S504).
ここで，入力された補助電源装置の運転指令がONであった場合，つまり，補助電源装置から補機への電力供給を継続させることを意図する運転指令である場合には，車上制御装置は全てのインバータを停止させ，かつ，全てのコンバータの動作を継続させる指令を，各電力変換ユニットに送信する（S506）。 Here, if the input operation command of the auxiliary power supply is ON, that is, if the operation command is intended to continue power supply from the auxiliary power supply to the auxiliary machine, the on-board control device Transmits a command to stop all inverters and continue operation of all converters to each power conversion unit (S506).
インバータと補助電源装置に電力を供給する電力変換ユニットは，このような全てのインバータを停止させ，かつ，全てのコンバータの動作を継続させる指令を受信した場合，補機で消費される電力をコンバータから出力させることで，直流部の電圧が一定に保たれるように制御を行う。一方，補助電源装置に電力を供給しない電力変換ユニット（インバータに電力を供給する電力変換ユニット）は，このような全てのインバータを停止させ，かつ，全てのコンバータの動作を継続させる指令を受信した場合，唯一の負荷であるインバータを停止させるため，負荷が零の状態でコンバータを動作させる。つまり，コンバータの出力電力が零となるように動作，若しくは，直流部の電圧が一定に保たれるように制御を行う。 When the power conversion unit that supplies power to the inverter and the auxiliary power supply receives a command to stop all the inverters and continue the operation of all the converters, it converts the power consumed by the auxiliary equipment into the converter. Is controlled so that the DC voltage is kept constant. On the other hand, a power conversion unit that does not supply power to the auxiliary power supply (a power conversion unit that supplies power to the inverter) has received a command to stop all such inverters and continue operation of all converters. In this case, the converter is operated with zero load to stop the inverter, which is the only load. In other words, the control is performed so that the output power of the converter becomes zero or the voltage of the DC section is kept constant.
図４では，車上制御装置が各電力変換ユニットにインバータ及びコンバータの停止／動作を指令する実施例を説明したが，各電力変換ユニットが運転台から受信した駆動指令及び補助電源装置の運転指令に基づいて，図４と同様の判断処理を行うこととしても良い。 FIG. 4 illustrates an embodiment in which the on-board control device instructs each power conversion unit to stop / operate the inverter and the converter. However, the drive command received from the cab by each power conversion unit and the operation command for the auxiliary power supply device. Based on the above, it is possible to perform the same determination processing as in FIG.
上述した本実施形態によると，駆動指令がOFFとなり，列車が惰行又は停止する場合であっても，各コンバータの位相差制御を継続させることができ，電源側に重畳する高調波を抑制することができる。 According to this embodiment described above, even when the drive command is OFF and the train coasts or stops, the phase difference control of each converter can be continued, and harmonics superimposed on the power supply side are suppressed. Can do.
［実施例２］
実施例１では，編成列車の運行に必要な電力を集電装置１を介して電車線から得る車両駆動システムの実施形態を説明したが，本実施例では，編成列車内に発電ユニット１０を搭載し，電車線から電力を得ることができない場合には，発電ユニットで発電した電力により編成列車の運行を可能とする車両駆動システムについて説明する。なお，本実施例では，実施例１と同様の符号が付された装置は，実施例１と同様の機能及び動作を行うものとする。
[Example 2]
In the first embodiment, the embodiment of the vehicle drive system that obtains the electric power necessary for the operation of the train from the train line via the current collector 1 has been described. In this embodiment, the power generation unit 10 is mounted in the train. However, a description will be given of a vehicle drive system that enables operation of trains using electric power generated by a power generation unit when electric power cannot be obtained from a train line. In the present embodiment, an apparatus denoted by the same reference numeral as in the first embodiment performs the same function and operation as in the first embodiment.
図５に示すように，実施例２における車両駆動システムは，車両２，３，５，７，８にそれぞれ発電ユニットを搭載している。発電ユニットは，３相交流発電機で構成され，３相交流電力をコンバータの４相のうち３相分と接続される。電力変換ユニットは，交流電源を電車線と発電ユニットのいずれかから選択する。コンバータは，発電ユニットから３相交流電力の供給を受ける場合には，３相交流発電機と接続されていない１相分を構成するスイッチング素子の動作を停止させて，３相交流発電機と接続された３相分のスイッチング素子を動作させて，３相交流電力を直流電力に変換する。 As shown in FIG. 5, the vehicle drive system according to the second embodiment has power generation units mounted on vehicles 2, 3, 5, 7, and 8, respectively. The power generation unit is composed of a three-phase AC generator, and three-phase AC power is connected to three phases of the four phases of the converter. The power conversion unit selects an AC power source from either a train line or a power generation unit. When the converter receives supply of three-phase AC power from the power generation unit, the converter stops the operation of the switching element constituting one phase not connected to the three-phase AC generator and connects to the three-phase AC generator. The three-phase switching elements are operated to convert the three-phase AC power into DC power.
実施例２における車両駆動システムにおいても，実施例１と同様に駆動指令がOFFとなり，列車が惰行又は停止する場合であっても，各コンバータの位相差制御を継続させることができ，電源側に重畳する高調波を抑制することができる。 Even in the vehicle drive system in the second embodiment, the phase difference control of each converter can be continued even when the drive command is OFF and the train coasts or stops as in the first embodiment. The superposed harmonic can be suppressed.
なお，複数の電力変換ユニットは，電車線から交流電力を受ける場合であって，駆動指令としてOFF指令が入力され，かつ，補助電源装置の運転指令としてON指令が入力されている場合に，インバータと補助電源装置に電力を供給する電力変換ユニットのコンバータを動作させて補助電源装置に直流電力を供給すると共に，補助電源装置に電力を供給しない電力変換ユニット（インバータに電力を供給する電力変換ユニット）のコンバータを動作させ，電車線から交流電力の供給を受けずに，発電ユニットで発電した３相交流電力の供給を受けて編成列車の運行を行う場合であって，駆動指令としてOFF指令が入力され，かつ，補助電源装置の運転指令としてON指令が入力される場合に，インバータと補助電源装置に電力を供給する電力変換ユニットのコンバータを動作させて補助電源装置に直流電力を供給すると共に，補助電源装置に電力を供給しない電力変換ユニット（インバータに電力を供給する電力変換ユニット）のコンバータを停止させても良い。電車線から交流電力の供給を受けない場合には，電車線への高調波の流出が生じないため，図２に示した位相差制御を継続する必要が無いからである。なお，このようにコンバータを停止させることで，コンバータの動作時間がより短くなるため，コンバータのスイッチング動作に伴う損失を低減することができる。 A plurality of power conversion units, when receiving AC power from a train line, when an OFF command is input as a drive command and an ON command is input as an operation command for the auxiliary power supply, And a power conversion unit that supplies power to the auxiliary power supply by operating the converter of the power conversion unit that supplies power to the auxiliary power supply and supplies power to the auxiliary power supply (power conversion unit that supplies power to the inverter) ) Is operated and the train is operated by receiving the supply of the three-phase AC power generated by the power generation unit without receiving the AC power supply from the train line. Power conversion unit that supplies power to the inverter and auxiliary power supply when an ON command is input as an operation command for the auxiliary power supply. The converter of the power conversion unit that does not supply power to the auxiliary power supply device (power conversion unit that supplies power to the inverter) may be stopped while the DC converter is operated to supply DC power to the auxiliary power supply device. This is because, when AC power is not supplied from the train line, harmonics do not flow out to the train line, so there is no need to continue the phase difference control shown in FIG. Note that by stopping the converter in this manner, the operation time of the converter becomes shorter, so that the loss associated with the switching operation of the converter can be reduced.
１：集電装置
２：変圧器
３：コンバータ（電源用変換器）
４：インバータ（モータ駆動用変換器）
５：電力変換ユニット
６：モータ
７：補助電源装置（APS）
８：車両制御装置
９：運転台
１０：発電ユニット
1: Current collector 2: Transformer 3: Converter (converter for power supply)
4: Inverter (motor drive converter)
5: Power conversion unit 6: Motor 7: Auxiliary power supply (APS)
8: Vehicle control device 9: Driver's cab 10: Power generation unit
Claims (7)
前記複数の電力変換ユニットにおける前記複数の電源用変換器は，それぞれキャリア位相に所定の差を設けて動作する車両駆動システムにおいて，
前記複数の電力変換ユニットは，前記補助電源装置に直流電力を供給する第１の電力変換ユニットと，前記補助電源装置に直流電力を供給しない第２の電力変換ユニットで構成され，
前記編成列車の駆動指令としてOFF指令が入力され，かつ，前記補助電源装置の運転指令としてON指令が入力されている場合に，前記第１の電力変換ユニットの電源用変換器を動作させて前記補助電源装置に直流電力を供給すると共に，前記第２の電力変換ユニットの電源用変換器を動作させることを特徴とする車両駆動システム。 A current collector that receives supply of AC power from a train line, a transformer that transforms AC power received through the current collector, and a power converter that converts AC power obtained from the transformer into DC power And a plurality of power conversion units composed of motor drive converters for driving the motor by converting DC power obtained from the power converter into AC power, and a DC obtained from the DC section of the power conversion unit An auxiliary power supply device that converts electric power into AC power for driving auxiliary equipment,
The plurality of power converters in the plurality of power conversion units are respectively operated in a vehicle drive system that operates with a predetermined difference in carrier phase.
The plurality of power conversion units are configured by a first power conversion unit that supplies DC power to the auxiliary power supply device and a second power conversion unit that does not supply DC power to the auxiliary power supply device,
When an OFF command is input as a drive command for the train set and an ON command is input as an operation command for the auxiliary power unit, the power converter of the first power conversion unit is operated to A vehicle drive system characterized by supplying DC power to an auxiliary power supply and operating a power converter of the second power conversion unit.
前記編成列車の駆動指令としてOFF指令が入力され，かつ，前記補助電源装置の運転指令としてON指令が入力されている場合に，前記第２の電力変換ユニットの直流部電圧が一定となるように，前記第２の電力変換ユニットの電源用変換器を制御することを特徴とする車両駆動システム。 The vehicle drive system according to claim 1,
When the OFF command is input as the train drive command and the ON command is input as the auxiliary power unit operation command, the DC voltage of the second power conversion unit is constant. , A vehicle drive system for controlling a power converter of the second power conversion unit.
前記編成列車の駆動指令としてOFF指令が入力され，かつ，前記補助電源装置の運転指令としてON指令が入力されている場合に，前記第２の電力変換ユニットの電源用変換器の出力電力が零となるように制御することを特徴とする車両駆動システム。 The vehicle drive system according to claim 1,
When an OFF command is input as a drive command for the train set and an ON command is input as an operation command for the auxiliary power unit, the output power of the power converter of the second power conversion unit is zero. The vehicle drive system characterized by controlling so that it may become.
前記編成列車の駆動指令としてOFF指令が入力され，かつ，前記補助電源装置の運転指令としてOFF指令が入力されている場合に，前記第１及び第２の電力変換ユニットのモータ駆動用変換器及び電源用変換器を停止させることを特徴とする車両駆動システム。 The vehicle drive system according to any one of claims 1 to 3,
When the OFF command is input as the drive command for the train set and the OFF command is input as the operation command for the auxiliary power unit, the motor drive converters of the first and second power conversion units, A vehicle drive system characterized by stopping a power converter.
前記編成列車の駆動指令としてON指令が入力されている場合に，前記第１及び第２の電力変換ユニットの前記モータ駆動用変換器及び前記電源用変換器を動作させることを特徴とする車両駆動システム。 The vehicle drive system according to any one of claims 1 to 4,
A vehicle drive characterized by operating the motor drive converter and the power converter of the first and second power conversion units when an ON command is input as the train train drive command. system.
前記複数の電力変換ユニットは，電車線から交流電力を受ける場合であって，前記編成列車の駆動指令としてOFF指令が入力され，かつ，前記補助電源装置の運転指令としてON指令が入力されている場合に，前記第１の電力変換ユニットの電源用変換器を動作させて前記補助電源装置に直流電力を供給すると共に，前記第２の電力変換ユニットの電源用変換器を動作させ，
前記複数の電力変換ユニットは，それぞれ３相交流電力を発生させる発電ユニットと接続され，前記発電ユニットで発電した３相交流電力の供給を受ける場合であって，前記編成列車の駆動指令としてOFF指令が入力され，かつ，前記補助電源装置の運転指令としてON指令が入力される場合に，前記第１の電力変換ユニットの電源用変換器を動作させて前記補助電源装置に直流電力を供給すると共に，前記第２の電力変換ユニットの電源用変換器を停止させることを特徴とする車両駆動システム。 The vehicle drive system according to any one of claims 1 to 5,
The plurality of power conversion units receive AC power from a train line, and an OFF command is input as a drive command for the train set, and an ON command is input as an operation command for the auxiliary power unit In this case, the power converter of the first power conversion unit is operated to supply DC power to the auxiliary power supply device, and the power converter of the second power conversion unit is operated.
Each of the plurality of power conversion units is connected to a power generation unit that generates three-phase AC power, and is supplied with the three-phase AC power generated by the power generation unit. And when the ON command is input as the operation command for the auxiliary power supply, the power converter of the first power conversion unit is operated to supply DC power to the auxiliary power supply. A vehicle drive system characterized by stopping the power converter of the second power conversion unit.
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| CN109638809B (en) * | 2018-12-05 | 2023-05-23 | 中车长春轨道客车股份有限公司 | Low-voltage direct-current expansion power supply system and method for long marshalling train |
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| JP2014140294A (en) * | 2011-01-31 | 2014-07-31 | Hitachi Ltd | Drive system, drive system for railway vehicle, and railway vehicle and formation train mounting the same |
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| DE102016204701B4 (en) | 2022-06-02 |
| GB2537732B (en) | 2017-07-05 |
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| DE102016204701A1 (en) | 2016-09-29 |
| JP6393643B2 (en) | 2018-09-19 |
| GB201603859D0 (en) | 2016-04-20 |
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