JP2018039316A - Cooling device, dolly equipped with the same, and railway vehicle - Google Patents
Cooling device, dolly equipped with the same, and railway vehicle Download PDFInfo
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- JP2018039316A JP2018039316A JP2016173458A JP2016173458A JP2018039316A JP 2018039316 A JP2018039316 A JP 2018039316A JP 2016173458 A JP2016173458 A JP 2016173458A JP 2016173458 A JP2016173458 A JP 2016173458A JP 2018039316 A JP2018039316 A JP 2018039316A
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- 238000001816 cooling Methods 0.000 title claims abstract description 42
- 238000006243 chemical reaction Methods 0.000 claims abstract description 55
- 238000009423 ventilation Methods 0.000 claims abstract description 5
- 238000007664 blowing Methods 0.000 claims description 11
- 238000010586 diagram Methods 0.000 description 17
- 239000002184 metal Substances 0.000 description 6
- 239000003990 capacitor Substances 0.000 description 5
- 239000000428 dust Substances 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 239000000843 powder Substances 0.000 description 3
- 239000000470 constituent Substances 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 238000005549 size reduction Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
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Abstract
Description
本発明は、鉄道車両の電力変換装置を冷却する冷却装置に関する。 The present invention relates to a cooling device that cools a power conversion device of a railway vehicle.
電力変換装置は、電気鉄道車両等の車両を駆動する電動機を制御するためのもので、車両の床下等に設置されている。また、電動機は各車軸にギヤを介して接続され、車軸は１つの台車あたり２台設置され、台車は１車両あたり２台設置されていることから、１車両あたり合計４台の電動機を駆動させる必要がある。 The power conversion device is for controlling an electric motor that drives a vehicle such as an electric railway vehicle, and is installed under the floor of the vehicle. In addition, the motor is connected to each axle through a gear, and two axles are installed per truck, and two trucks are installed per vehicle, so a total of four motors are driven per vehicle. There is a need.
従来の電力変換装置においては、１車両あたり合計４台の電動機（Ｍ）を１つのコントローラ（Ｃ）で制御する１Ｃ４Ｍ方式の構成や、１台車あたり２台の電動機を１つのコントローラで制御する１Ｃ２Ｍ方式の構成などがある。図２は、１Ｃ４Ｍ方式、１Ｃ２Ｍ方式および１Ｃ１Ｍ方式の各構成を模式的に示す図である。１Ｃ４Ｍ方式の構成は、図２の（ａ）に示すように、電力変換装置（コントローラ）を車両中央の床下に一体箱として設置されるのが一般的である。また、１Ｃ２Ｍ方式の構成は、特許文献１、特許文献２および図２の（ｂ）に示すように、電力変換装置（コントローラ）を、台車に隣接させるようにして、１車両の中で２つに分けて設置する構成が知られている。これにより、電動機と電力変換装置との間の配線を短縮することが可能となり、その結果、電磁ノイズを抑制する効果を奏する。更に、特許文献３および図２の（ｃ）に示すように、電動機と電力変換装置との間の距離を更に短縮し一体にすることで、各電動機を個別に制御することが可能な１Ｃ１Ｍ方式の構成も知られている。 In a conventional power conversion device, a 1C4M system configuration in which a total of four motors (M) per vehicle is controlled by one controller (C), or two motors per vehicle is controlled by one controller 1C2M There are system configurations. FIG. 2 is a diagram schematically illustrating each configuration of the 1C4M system, the 1C2M system, and the 1C1M system. In the configuration of the 1C4M system, as shown in FIG. 2A, the power converter (controller) is generally installed as an integrated box under the floor at the center of the vehicle. In addition, as shown in Patent Document 1, Patent Document 2, and FIG. 2 (b), there are two 1C2M scheme configurations in one vehicle so that the power converter (controller) is adjacent to the carriage. The structure which installs in divided is known. Thereby, it becomes possible to shorten the wiring between an electric motor and a power converter device, and as a result, there exists an effect which suppresses electromagnetic noise. Furthermore, as shown in Patent Document 3 and FIG. 2 (c), the distance between the electric motor and the power converter is further shortened and integrated so that each electric motor can be individually controlled. The structure of is also known.
本願発明者が、鉄道車両の電力変換装置を新鮮な周囲環境温度に近い風により効率的に冷却することについて鋭意検討した結果、次の知見を得るに至った。 The inventor of the present application diligently studied to efficiently cool the power conversion device of a railway vehicle with wind that is close to fresh ambient environment temperature. As a result, the inventors have obtained the following knowledge.
上述の１Ｃ１Ｍおよび１Ｃ２Ｍ方式の構成により、従来の１Ｃ４Ｍ方式の構成に比べると、駆動系を１つに纏めることで車両中央に空きスペースができる。そのため、その空きスペースに従来搭載していなかった他の部品（例えば、電池やセンサなど）を搭載することで、省エネやサービスを向上させることが可能となる。また、車両中央床下の電気部品が無くなることで、車両を２階建てにして乗客輸送量の向上も見込める。 With the above-described 1C1M and 1C2M system configurations, an unoccupied space is created in the center of the vehicle by combining the drive systems into one compared to the conventional 1C4M system configuration. Therefore, it is possible to improve energy saving and service by mounting other parts (for example, batteries, sensors, etc.) that have not been mounted in the empty space. In addition, since there are no electrical parts under the vehicle center floor, it is possible to improve the passenger traffic by making the vehicle two stories.
ところが、台車近傍の床下スペースは非常に限られ、台車フレーム、電動機およびギヤなどに近接して電力変換装置を設置することで、１Ｃ４Ｍ方式では格別問題の無かった課題が生じる。それは、電力変換装置の冷却用の走行風を誘導することが困難となる課題である。この冷却風を誘導困難とする課題を解決するために、特許文献１には、電動機の回転力を用いて電動機自身を冷却する風を、電力変換装置にも誘導する構造が示されている。特許文献３には、電動機に電力変換装置を設置させ、電動機と電力変換装置の両方を同時に冷却するフィンを設ける構造が示されている。 However, the space under the floor in the vicinity of the carriage is very limited. By installing the power conversion device in the vicinity of the carriage frame, the electric motor, the gear, and the like, the 1C4M system has a problem with no particular problem. That is a problem that it is difficult to induce the traveling wind for cooling the power converter. In order to solve the problem that makes it difficult to induce the cooling air, Patent Document 1 discloses a structure that induces wind that cools the motor itself to the power converter using the rotational force of the motor. Patent Document 3 shows a structure in which a power conversion device is installed in an electric motor and fins are provided to cool both the electric motor and the power conversion device at the same time.
しかしながら、電動機を構成するステータ、コイルおよびロータが許容できる温度レベル（約２００℃〜３００℃）は、電力変換装置が許容できる温度レベル（約１２０℃〜２００℃）よりも高いため、電力変換装置を効率的に冷却するためには、電動機よりも上流（風上）側に電力変換装置を設置しなければならない。そのため、ダクト設計に制約が生じ、電力変換装置によって冷却風そのものの温度が高くなることで、電動機の冷却や小型化が困難になるという課題が生じる。また、電動機と電力変換装置ではそれぞれの保守時期が異なるため、双方をダクトで繋げてしまうと保守性が悪化してしまうという課題も生じる。 However, the temperature level (about 200 ° C. to 300 ° C.) that can be accepted by the stator, the coil, and the rotor constituting the electric motor is higher than the temperature level (about 120 ° C. to 200 ° C.) that can be accepted by the power conversion device. In order to cool the battery efficiently, a power conversion device must be installed upstream (windward) from the electric motor. Therefore, the duct design is restricted, and the temperature of the cooling air itself is increased by the power conversion device, which causes a problem that it is difficult to cool and downsize the motor. Moreover, since the maintenance time differs between the electric motor and the power converter, there is a problem that maintainability deteriorates if both are connected by a duct.
前記課題を解決するために、本発明は、車両を駆動する電動機に電力を供給する電力変換装置を冷却する冷却装置を、車輪に直結された車軸に接続された送風手段と、送風手段と電力変換装置とをつなぐダクトとから構成し、ダクトは車軸の回転力によって送風手段が発生する冷却風を電力変換装置に誘導することを特徴とする。 In order to solve the above-described problems, the present invention provides a cooling device for cooling a power conversion device that supplies power to an electric motor that drives a vehicle, a blowing unit connected to an axle directly connected to a wheel, a blowing unit, and a power. The duct is connected to the conversion device, and the duct is characterized in that the cooling air generated by the blowing means is guided to the power conversion device by the rotational force of the axle.
本発明によれば、電動機による熱のあおり（風温上昇の影響）を受けることなく、電力変換装置を新鮮な周囲環境温度に近い風で冷却することが可能となり、電力変換装置用の冷却器の小型化が実現できる。更に、冷却系を電動機と分けることで、電動機やギヤで用いる潤滑油の飛散やブレーキ磨耗粉などによる粉塵の影響を抑えることも可能となる。 According to the present invention, it is possible to cool a power converter with a wind close to a fresh ambient environment temperature without being affected by the heat of the motor (influence of an increase in wind temperature), and a cooler for the power converter Can be miniaturized. Furthermore, by separating the cooling system from the electric motor, it is possible to suppress the influence of dust due to scattering of lubricating oil used in the electric motor and gears, brake wear powder, and the like.
本発明の実施形態として実施例１〜７を、以下順に図面を用いて説明する。 Examples 1 to 7 as embodiments of the present invention will be described below in order with reference to the drawings.
図１は、本発明の実施例１に係る台車搭載１Ｃ１Ｍの構成を示す図である。
本発明に係る電力変換装置１００は、鉄道車両の床下等に設置され、車両を駆動する電動機２００に供給する電力の周波数を変えることにより、電動機２００の回転速度の制御を行う。電力変換装置１００と電動機２００とは近接しているため、電磁ノイズを小さくできる。更に、電力変換装置１００と電動機２００の両方を電磁シールド（図示せず）で覆うことで、周辺の信号線へのノイズの影響を無視できるくらいまで小さくできる。また、台車１０が走行によって振動する際、車体１と電力変換装置１００や電動機２００との接触を防ぐために、電力変換装置１００や電動機２００は小型低床化している。
ここで、電力変換装置１００としては、現行、電力変換素子としてＩＧＢＴを用いて構成されるものが主流であるところ、より電力損失を低減し効率を向上させることを可能にするＳｉＣを電力変換素子として用いて電力変換装置１００を構成することも可能である。この場合には、電力変換装置の小型化が図れ、併せて、以下で説明する冷却装置も小型化が図れることになる。
FIG. 1 is a diagram illustrating a configuration of a carriage mounted 1C1M according to the first embodiment of the present invention.
The power conversion device 100 according to the present invention is installed under the floor of a railway vehicle or the like, and controls the rotation speed of the electric motor 200 by changing the frequency of electric power supplied to the electric motor 200 that drives the vehicle. Since the power converter 100 and the electric motor 200 are close to each other, electromagnetic noise can be reduced. Furthermore, by covering both the power conversion device 100 and the electric motor 200 with an electromagnetic shield (not shown), the influence of noise on the surrounding signal lines can be reduced to a negligible level. Further, when the carriage 10 vibrates due to traveling, the power conversion apparatus 100 and the electric motor 200 are reduced in size and floor to prevent contact between the vehicle body 1 and the electric power conversion apparatus 100 and the electric motor 200.
Here, as the power conversion device 100, currently, a configuration that uses IGBT as a power conversion element is mainly used. However, SiC that makes it possible to further reduce power loss and improve efficiency is a power conversion element. It is also possible to configure the power conversion apparatus 100 using the above. In this case, the power conversion device can be reduced in size, and the cooling device described below can also be reduced in size.
車輪１２に直結された車軸１１が回転することで、車軸１１に接続された送風手段２０（回転する遠心ファンなどとスリップリングなどを介して回転しないファンケーシング）は冷却風を発生させる。この冷却風は、ダクト３０を介して電力変換装置１００に誘導される。すなわち、図２の（ｃ）に示すように、台車１０毎に搭載した電動機２００対応に設置した電力変換装置１００に対して、ダクト３０が設けられる構成となる（この構成は、以下の実施例２および３においても同様である）。上記の冷却機構により、電力変換装置１００は小型化できる。また、ブレーキ磨耗粉や小石などの粉塵に対しては、送風手段２０にフィルタを設けることにより、電力変換装置用の冷却装置の目詰まりを防止している。 When the axle 11 directly connected to the wheel 12 rotates, the blowing means 20 (a rotating centrifugal fan or the like and a fan casing that does not rotate via a slip ring or the like) connected to the axle 11 generates cooling air. This cooling air is guided to the power conversion device 100 through the duct 30. That is, as shown in FIG. 2 (c), a duct 30 is provided for the power conversion device 100 installed corresponding to the electric motor 200 mounted for each carriage 10 (this configuration is described in the following embodiments). The same applies to 2 and 3.) The power converter 100 can be reduced in size by the cooling mechanism. Further, for dust such as brake wear powder and pebbles, a filter is provided in the air blowing means 20 to prevent clogging of the cooling device for the power converter.
ここで、送風手段２０に用いる遠心ファンの具体例について説明する。図１３に、代表的な例として、シロッコ型遠心ファン（上図）およびターボ型遠心ファン（下図）を示す。
シロッコ型遠心ファンは、渦巻き状のファンケースの中にドラム型の多翼シロッコファンを備えたもので、このドラム型の多翼シロッコファンが回転することで取り込んだ冷却空気を遠心力で排気する。そして、排気された冷却風が、ダクト３０を介して機器へ送り込まれることになる。シロッコ型遠心ファンは、軸流ファンに比べ騒音が低く風圧が高いことが特徴である。
ターボ型遠心ファンは、同じく渦巻き状のファンケースの中にターボファンを備えたもので、このターボファンが回転することで取り込んだ冷却空気を遠心力で排気する。そして、排気された冷却風が、ダクト３０を介して機器へ送り込まれることになる。ターボ型遠心ファンでは、比較的消費電力を低く設計できることが特徴である。
Here, the specific example of the centrifugal fan used for the ventilation means 20 is demonstrated. FIG. 13 shows a sirocco centrifugal fan (upper figure) and a turbo centrifugal fan (lower figure) as typical examples.
The sirocco type centrifugal fan is equipped with a drum-type multi-blade sirocco fan in a spiral fan case, and the cooling air taken in by the drum-type multi-blade sirocco fan rotating is exhausted by centrifugal force. . Then, the exhausted cooling air is sent to the device through the duct 30. Sirocco centrifugal fans are characterized by lower noise and higher wind pressure than axial fans.
The turbo centrifugal fan is also provided with a turbo fan in a spiral fan case, and the cooling air taken in by the turbo fan rotating is exhausted by centrifugal force. Then, the exhausted cooling air is sent to the device through the duct 30. The turbo centrifugal fan is characterized in that it can be designed with relatively low power consumption.
図３は、本発明の実施例２に係る台車搭載１Ｃ１Ｍの構成を示す図である。
実施例１との違いは、図３に示すように、開口部６０を、ダクト３０と電力変換装置１００との接合部分に接する位置に列車の走行方向に向けて設けている点である。この開口部６０を設けることで、電力変換装置１００へ誘導される冷却風の量は、ダクト３０からの冷却風の量と開口部６０から入る風の量との和となり、これにより冷却性能を向上させることが可能となる。更に、列車の進行方向が電力変換装置１００からダクト３０に流れ込む方向に走行風が入ることになる場合は、ダクト内の圧力損失が大きいため、開口部６０から風を逃がすことで電力変換装置１００への走行風の入気量を確保できる効果もある。このように、走行方向Ａにおいても走行方向Ｂにおいても、冷却性能を維持できることに特徴がある。また、ブレーキ磨耗粉や小石などの粉塵に対処するために、開口部をフィルタ付きとしてもよい。
FIG. 3 is a diagram illustrating a configuration of the carriage 1C1M according to the second embodiment of the present invention.
The difference from the first embodiment is that, as shown in FIG. 3, the opening 60 is provided at a position in contact with the joint portion between the duct 30 and the power converter 100 toward the traveling direction of the train. By providing the opening 60, the amount of cooling air guided to the power converter 100 is the sum of the amount of cooling air from the duct 30 and the amount of air entering from the opening 60, thereby improving the cooling performance. It becomes possible to improve. Furthermore, when the traveling wind enters in the direction in which the train travels from the power converter 100 to the duct 30, the pressure loss in the duct is large, and therefore the power converter 100 is allowed to escape from the opening 60. There is also an effect that it is possible to secure the amount of airflow of the traveling wind to the. As described above, the cooling performance can be maintained in both the traveling direction A and the traveling direction B. In order to deal with dust such as brake wear powder and pebbles, the opening may be provided with a filter.
図４は、本発明の実施例３に係る台車搭載１Ｃ１Ｍの構成を示す図である。
実施例２との違いは、連結ダクト４０を追加している点である。下流（風下）側の電力変換装置の冷却設計が重要となるところ、２つの電力変換装置１００間の入気と排気を接続することで、周辺部材による走行風の変動を無くすことができ、送風手段２０とダクト３０を介して確実に冷却風を確保できる利点がある。
FIG. 4 is a diagram illustrating a configuration of a carriage mounted 1C1M according to the third embodiment of the present invention.
The difference from the second embodiment is that a connecting duct 40 is added. The cooling design of the power converter on the downstream (leeward) side is important. By connecting the intake air and the exhaust between the two power converters 100, it is possible to eliminate fluctuations in traveling wind due to peripheral members, There is an advantage that the cooling air can be reliably secured through the means 20 and the duct 30.
図５は、実施例１〜３で用いる電力変換装置１００の斜視図である。架線からの電流は、コンデンサモジュール１４０で平滑化され、金属積層板１２１を介してパワーモジュール１１０に入る。パワーモジュール１１０で直流電力が交流電力に変換され、最終的に交流側金属板１２２を介して電動機２００に交流電流が供給される。この際、発生した熱は、冷却器１３０に風が当たることで冷却される。冷却器１３０は、伝熱面積を拡大させるために細長いフィンで構成されることが多く、この構成のために小石などによって破損する恐れがある。そこで、冷却器カバー１３１を設けてフィン等の破損を防止している。 FIG. 5 is a perspective view of the power conversion device 100 used in the first to third embodiments. The current from the overhead line is smoothed by the capacitor module 140 and enters the power module 110 via the metal laminate 121. The power module 110 converts the DC power into AC power, and finally the AC current is supplied to the electric motor 200 via the AC side metal plate 122. At this time, the generated heat is cooled by the wind hitting the cooler 130. The cooler 130 is often composed of elongated fins in order to increase the heat transfer area, and this structure may cause damage due to pebbles or the like. Therefore, a cooler cover 131 is provided to prevent the fins from being damaged.
図６は、本発明の実施例４に係る１Ｃ２Ｍの構成を示す図である。
実施例４では、電力変換装置１００は、台車１０の上でなく車体１に吊り下げられた状態で固定設置されている。それ故に、車体１の振動によりダクト３０が破損することを防止する目的で、例えば蛇腹状の形状を有するフレキシブルダクト５０を接続している。実施例４は、先の実施例１〜３の１Ｃ１Ｍ構成とは異なり、１Ｃ２Ｍ構成を採用している。すなわち、図２の（ｂ）に示すように、台車１０対応に設置した電力変換装置１００に対してダクト３０（フレキシブルダクトを含めた総称とする）を設ける構成となる（この構成は、以下の実施例５および６においても同様である）。これにより、電力変換装置１００を小型化する制約を緩和できる。また、２台の電動機２００に対して１台の電力変換装置１００から電流を供給するため、電力変換装置１００の部品点数を減らすこともできる。
更に、台車１０、車軸１１および電動機２００等の保守のタイミングと、電力変換装置１００の保守のタイミングとを別々にできるため、保守性が向上する利点もある。
FIG. 6 is a diagram illustrating the configuration of 1C2M according to the fourth embodiment of the present invention.
In the fourth embodiment, the power conversion device 100 is fixedly installed in a state of being hung on the vehicle body 1 instead of on the carriage 10. Therefore, for the purpose of preventing the duct 30 from being damaged by the vibration of the vehicle body 1, for example, a flexible duct 50 having a bellows shape is connected. The fourth embodiment adopts a 1C2M configuration, unlike the 1C1M configuration of the first to third embodiments. That is, as shown in FIG. 2 (b), the power conversion device 100 installed for the carriage 10 is provided with a duct 30 (generically including a flexible duct). The same applies to Examples 5 and 6.) Thereby, the restriction | limiting which reduces the power converter device 100 can be eased. Further, since current is supplied from one power conversion device 100 to the two electric motors 200, the number of components of the power conversion device 100 can be reduced.
Furthermore, since the maintenance timing of the carriage 10, the axle 11, the electric motor 200, etc. and the maintenance timing of the power conversion device 100 can be made separately, there is an advantage that the maintainability is improved.
図７は、実施例４で用いる電力変換装置１００の斜視図である。２台の電動機２００に必要な電流を供給するだけでなく、１Ｃ１Ｍ構成に比べると電力変換装置１００内にスペース的に余裕があるため、例えば昇圧回路など別の機能を加えることもできる。図７では、架線からの電流を直流側金属板１２３で受け、パワーモジュール１１０の一部を昇圧回路用（図示せず）に使用する例を示している。これにより、電力変換装置内の電流を小さくでき配線を補足することができる。 FIG. 7 is a perspective view of the power conversion device 100 used in the fourth embodiment. In addition to supplying the necessary current to the two electric motors 200, there is a space in the power conversion device 100 as compared with the 1C1M configuration, so that another function such as a booster circuit can be added. FIG. 7 shows an example in which a current from an overhead wire is received by the DC side metal plate 123 and a part of the power module 110 is used for a booster circuit (not shown). Thereby, the electric current in a power converter device can be made small and a wiring can be supplemented.
図８は、本発明の実施例５に係る１Ｃ２Ｍの構成を示す図である。
実施例５では、電力変換装置１００とブレーキ制御装置３００とを一体箱３１０の中に収納したものである。これにより、台車近傍で必要な部材とそれに対する冷却風を共有化することで、小型で低コスト化できる。
FIG. 8 is a diagram illustrating the configuration of 1C2M according to the fifth embodiment of the present invention.
In the fifth embodiment, the power conversion device 100 and the brake control device 300 are housed in an integrated box 310. Thereby, it is small and can be reduced in cost by sharing a member required near a trolley | bogie and the cooling air with respect to it.
図９は、実施例５で用いる電力変換装置１００の斜視図である。図５に示す電力変換装置１００と同様の構成部材を用い、冷却器１３０に入気した風がコンデンサモジュール１４０の中も通ることで、コンデンサセルも同時に冷却する構造となっている。 FIG. 9 is a perspective view of the power converter 100 used in the fifth embodiment. Constituent members similar to those of the power conversion apparatus 100 shown in FIG. 5 are used, and the air that has entered the cooler 130 passes through the capacitor module 140, thereby simultaneously cooling the capacitor cells.
図１０は、本発明の実施例６に係る１Ｃ２Ｍの構成を示す図である。
実施例６の構成は、図１１に示す電力変換装置１００のように、コンデンサモジュール１４０によって冷却風が妨害されないように、電力変換装置１００の冷却器１３０のみに冷却風が入気されるように配置等に工夫が施されている。また、ダクト３０に開口部６０を設けることで、電力変換装置１００から排気される風の逃げ道を確保し圧力損失を低減できるため、電力変換装置１００への入気風量を確保できる。
FIG. 10 is a diagram illustrating the configuration of 1C2M according to the sixth embodiment of the present invention.
The configuration of the sixth embodiment is such that the cooling air is only introduced into the cooler 130 of the power conversion device 100 so that the cooling air is not obstructed by the capacitor module 140 as in the power conversion device 100 illustrated in FIG. 11. The arrangement is devised. In addition, by providing the opening 60 in the duct 30, it is possible to secure an escape path for the wind exhausted from the power conversion device 100 and reduce pressure loss, and therefore, it is possible to secure the amount of air flow into the power conversion device 100.
図１２は、本発明の実施例７に係る１Ｃ１Ｍの構成を示す図である。
実施例７では、電力変換装置１００に対する送風手段２０およびダクト３０による冷却は実施例１と同様であるところ、モータ車の１車両あたりのモータの数を４台から２台に低減させ、モータが未設置の車両にモータを２台設置して、１Ｃ１Ｍとした点に特徴がある。このようにモータの搭載を平準化することで、全車両において同じ台車が使えることとなり、部材を標準化できるという効果がある。台車あたりでは電動機２００は１台のみであっても、従来と同じトルクを確保できることとなり、電磁ノイズを低減させるために電動機２００と電力変換装置１００との距離を短くしつつ、スペース効率が高い電力変換装置１００の台車搭載が実現できる。
FIG. 12 is a diagram illustrating the configuration of 1C1M according to the seventh embodiment of the present invention.
In the seventh embodiment, the cooling by the air blowing means 20 and the duct 30 for the power conversion device 100 is the same as in the first embodiment. However, the number of motors per motor vehicle is reduced from four to two. It is characterized in that two motors are installed in an uninstalled vehicle to obtain 1C1M. By leveling the mounting of the motor in this way, the same carriage can be used in all vehicles, and there is an effect that the members can be standardized. Even if there is only one electric motor 200 per carriage, the same torque as in the conventional case can be secured, and in order to reduce electromagnetic noise, the distance between the electric motor 200 and the power conversion device 100 is shortened, and power with high space efficiency. A cart mounted on the conversion device 100 can be realized.
以上、各実施例で説明したように、本発明によれば、電力変換装置による風温上昇の影響を受けることなく、電動機を新鮮な周囲環境温度に近い風で冷却することが可能となり、併せて、電動機と電力変換装置との距離を短縮させることで小型化と電磁ノイズ低減を両立させることができるものである。
また、実施例１〜７において、惰行走行時の効率等を考慮して、車軸１１は回転しているが送風手段２０を動作させない（ファンを回転させない）機能を設けてもよい。
As described above, as described in each of the embodiments, according to the present invention, the electric motor can be cooled with a wind close to a fresh ambient temperature without being affected by an increase in the wind temperature by the power conversion device. Thus, by reducing the distance between the electric motor and the power converter, it is possible to achieve both size reduction and electromagnetic noise reduction.
In the first to seventh embodiments, in consideration of the efficiency during coasting, the axle 11 may be rotated, but a function of not operating the air blowing means 20 (not rotating the fan) may be provided.
１…車体、１０…台車、１１…車軸、１２…車輪、１３…ギヤ、
２０…送風手段、３０…ダクト、４０…連結ダクト、５０…フレキシブルダクト、
１００…電力変換装置、１１０…パワーモジュール、１２１…金属積層板、
１２２…交流側金属板、１２３…直流側金属板、１３０…冷却器、１３１…冷却器カバー、
１４０…コンデンサモジュール、２００…電動機、３００…ブレーキ制御装置、
３１０…一体箱
1 ... body, 10 ... cart, 11 ... axle, 12 ... wheel, 13 ... gear,
20 ... Air blowing means, 30 ... Duct, 40 ... Connection duct, 50 ... Flexible duct,
DESCRIPTION OF SYMBOLS 100 ... Power converter, 110 ... Power module, 121 ... Metal laminated board,
122 ... AC side metal plate, 123 ... DC side metal plate, 130 ... cooler, 131 ... cooler cover,
140 ... capacitor module, 200 ... electric motor, 300 ... brake control device,
310 ... Integral box
Claims (9)
車輪に直結された車軸に接続された送風手段と、
前記送風手段と前記電力変換装置とをつなぐダクトとを備え、
前記ダクトは、前記車軸の回転力によって前記送風手段が発生する冷却風を前記電力変換装置に誘導する
ことを特徴とする冷却装置。 A cooling device that cools a power conversion device that supplies power to an electric motor that drives a vehicle,
Air blowing means connected to an axle directly connected to the wheels;
A duct connecting the air blowing means and the power converter,
The said duct guides the cooling wind which the said ventilation means generate | occur | produces to the said power converter device with the rotational force of the said axle shaft, The cooling device characterized by the above-mentioned.
前記ダクトと前記電力変換装置との接合部分に接する位置に、前記車両の走行方向に向けて開口部またはフィルタ付きの開口部を設けた
ことを特徴とする冷却装置。 The cooling device according to claim 1,
A cooling device, wherein an opening or an opening with a filter is provided at a position in contact with a joint portion between the duct and the power converter in the traveling direction of the vehicle.
台車当たりに複数台設置した前記電力変換装置を相互に接続する連結ダクトを備える
ことを特徴とする冷却装置。 The cooling device according to claim 1 or 2,
A cooling device comprising a connecting duct for connecting a plurality of the power converters installed per truck.
前記ダクトは、フレキシブルダクトである
ことを特徴とする冷却装置。 The cooling device according to claim 1,
The cooling apparatus according to claim 1, wherein the duct is a flexible duct.
前記車輪と、
前記車輪に直結された車軸と、
前記車軸を回転させる電動機と
を備える台車。 The cooling device according to any one of claims 1 to 4,
The wheel;
An axle directly connected to the wheel;
A carriage provided with an electric motor for rotating the axle.
前記電力変換装置１台に対して、当該台車当たり前記電動機を１台備える
ことを特徴とする台車。 The cart according to claim 5, wherein
A cart having one electric motor per cart for the one power converter.
自らの床下に設置した前記電力変換装置と
を有する鉄道車両。 A cart according to claim 5 or 6,
A railway vehicle having the power conversion device installed under its own floor.
さらにブレーキ制御装置を有し、
前記電力変換装置と前記ブレーキ制御装置とを一つの箱の中に収納した
ことを特徴とする鉄道車両。 The railway vehicle according to claim 7,
Furthermore, it has a brake control device,
The railway vehicle characterized in that the power conversion device and the brake control device are housed in one box.
前記電力変換装置は、ＩＧＢＴまたはＳｉＣを電力変換素子として用いて構成される
ことを特徴とする鉄道車両。 The railway vehicle according to claim 7 or 8,
The power conversion device is configured by using IGBT or SiC as a power conversion element.
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| GB2603202B (en) * | 2021-02-02 | 2024-02-28 | The Council Of The City Of Coventry | Bogie for a light rail system |
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