JP6261873B2 - Electric locomotive control device - Google Patents

Electric locomotive control device Download PDF

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JP6261873B2
JP6261873B2 JP2013087520A JP2013087520A JP6261873B2 JP 6261873 B2 JP6261873 B2 JP 6261873B2 JP 2013087520 A JP2013087520 A JP 2013087520A JP 2013087520 A JP2013087520 A JP 2013087520A JP 6261873 B2 JP6261873 B2 JP 6261873B2
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power
passenger car
electric locomotive
power supply
converter
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JP2014212621A (en
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戸田　伸一
伸一 戸田
育雄 安岡
育雄 安岡
伊東　正尚
正尚 伊東
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Toshiba Corp
Toshiba Infrastructure Systems and Solutions Corp
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Toshiba Infrastructure Systems and Solutions Corp
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Priority to JP2013087520A priority Critical patent/JP6261873B2/en
Priority to PCT/JP2013/005345 priority patent/WO2014170931A1/en
Priority to CN201380074360.XA priority patent/CN105189187B/en
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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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • 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
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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

Description

本発明の実施形態は、電気機関車制御装置に関する。 Embodiments described herein relate generally to an electric locomotive control device.

電気機関車には、交流架線から電力を供給されて電気機関車の各装置に所要形態の電力を供給するための電源装置である制御装置が搭載されている。例えば、駆動用電動機を制御するための主変換装置、電気機関車内のコンプレッサーや冷却用のブロワなどの電源を供給するための補助電源装置、及び電気機関車の牽引する客車へ空調装置などの電源を供給するための客車電源装置などが設けられている。   The electric locomotive is equipped with a control device which is a power supply device for supplying electric power from an AC overhead line and supplying electric power of a required form to each device of the electric locomotive. For example, a main converter for controlling a drive motor, an auxiliary power supply for supplying power to a compressor and a cooling blower in an electric locomotive, and a power supply such as an air conditioner to a passenger vehicle towed by the electric locomotive A passenger car power supply device is provided for supplying the vehicle.

そして、電気機関車ごとに適宜の台数の電源装置を収めた複数の電力変換装置が設置されている。例えば、動軸を６軸もち駆動用電動機を６台もつ電気機関車の制御装置の場合、３台の主変換装置と１台の補助電源装置とを収納した電力変換装置を２台搭載し、更に客車電源装置２台を電気機関車内に設置していた。   A plurality of power converters that contain an appropriate number of power supply devices for each electric locomotive are installed. For example, in the case of a control device for an electric locomotive that has six driving shafts and six drive motors, two power converters that house three main converters and one auxiliary power unit are installed. In addition, two passenger car power supplies were installed in the electric locomotive.

特開２００９−７２０４９号公報JP 2009-72049 A

ところで、上述の制御装置の構成では、駆動用電動機を交流駆動する主変換装置が６台であるのに対して、客車へ直流電力を供給する客車電源装置は、２台で構成されていた。そのため１台の客車電源装置が故障したときは、供給できる電力が不足するため、客車側で消費する電力を低減せざるを得ず、その結果、客車内で稼動する空調機の数を減らすなどの乗客に対するサービスを低下させることとなっていた。   Incidentally, in the configuration of the control device described above, there are six main converters that drive the drive motors with AC, whereas there are two passenger vehicle power supply devices that supply DC power to the passenger cars. Therefore, when one passenger car power supply device fails, the power that can be supplied is insufficient, so the power consumed on the passenger car side must be reduced, and as a result, the number of air conditioners operating in the passenger car is reduced. The service to passengers was to be reduced.

本願は、斯かる事情に鑑みてなされたものであって、客車に電源を供給する電源装置が故障した場合であっても、乗客に対するサービス低下を回避することのできる電気機関車制御装置を提供することを目的とする。   The present application has been made in view of such circumstances, and provides an electric locomotive control device capable of avoiding a decrease in service to passengers even when a power supply device that supplies power to a passenger vehicle fails. The purpose is to do.

上記課題を解決するための本発明の実施の形態によれば、客車・貨車牽引用電気機関車の駆動電動機を制御する交流電力を供給する複数の第１の変換装置と、交流電力を直流電力に変換して客車用の電力を供給する複数の第２の変換装置と、絶縁トランスを介して特定の前記第１の変換装置から供給される交流電力を直流電力に変換して、前記客車用の電力として出力する電力変換回路と、客車牽引時であって、一台の前記第２の変換装置が故障した際に、複数の前記第１の変換装置のうちの一台を前記駆動電動機から切り離して前記電力変換回路に接続して、客車電源として動作させて電力を供給することが可能である制御部と、を備える電気機関車制御装置が提供される。 According to an embodiment of the present invention for solving the above-described problems, a plurality of first converters that supply AC power for controlling a drive motor of an electric locomotive for towing a passenger car and a freight car, and the AC power as DC power a plurality of second conversion device for supplying power for passenger and converted to converts AC power supplied to the DC power from a particular said first converter via an insulating transformer, for the passenger A power conversion circuit that outputs the power of the vehicle, and one of the plurality of first conversion devices from the drive motor when one of the second conversion devices fails when the passenger vehicle is towed There is provided an electric locomotive control device including a control unit that can be disconnected and connected to the power conversion circuit to operate as a passenger car power supply and supply electric power.

第１の実施の形態の電気機関車制御装置の構成を示す図。The figure which shows the structure of the electric locomotive control apparatus of 1st Embodiment. 第１の実施の形態の電気機関車制御装置のバックアップ装置の詳細の回路構成を示す図。The figure which shows the detailed circuit structure of the backup apparatus of the electric locomotive control apparatus of 1st Embodiment. 第１の実施の形態の電気機関車制御装置の客車電源故障時における動作を示すタイムチャート。The time chart which shows the operation | movement at the time of a passenger vehicle power supply failure of the electric locomotive control apparatus of 1st Embodiment. 主変換装置のインバータのＰＷＭ制御に使用する３パルスの電圧波形を示す図。The figure which shows the voltage waveform of 3 pulses used for the PWM control of the inverter of a main converter. 第２の実施の形態の電気機関車制御装置の構成を示す図。The figure which shows the structure of the electric locomotive control apparatus of 2nd Embodiment.

[第１の実施の形態]
第１の実施形態について図を参照し、詳細に説明する。なお、以下では駆動用電動機を６台有する電気機関車について説明するが、本願はこの形態に限定されるものではない。 [First embodiment]
The first embodiment will be described in detail with reference to the drawings. In the following, an electric locomotive having six drive motors will be described, but the present application is not limited to this form.

図１は、第１の実施の形態の電気機関車制御装置１００の構成を示す図である。
電気機関車制御装置１００は、電力変換装置（ＰＣＣ）１０ａ、１０ｂ、客車電源装置６ａ、６ｂ、断続回路１３ａ、１３ｂ、バックアップ装置２０、切替回路２５、及び制御部３０を備えている。 FIG. 1 is a diagram illustrating a configuration of an electric locomotive control device 100 according to the first embodiment.
The electric locomotive control device 100 includes power conversion devices (PCC) 10a and 10b, passenger car power supply devices 6a and 6b, intermittent circuits 13a and 13b, a backup device 20, a switching circuit 25, and a control unit 30.

電力変換装置１０ａ（１０ｂ）は、交流架線、トランスを介して取り入れた電力を変換して、それぞれ駆動用電動機７ａ、８ａ、９ａ（７ｂ、８ｂ、９ｂ）の駆動動作を制御する。また電力変換装置１０ａ（１０ｂ）は、交流架線、トランスを介して取り入れた電力を、補助電源用の電力に変換して出力する。   The power converter 10a (10b) converts the electric power taken in via the AC overhead wire and the transformer, and controls the driving operations of the driving motors 7a, 8a, 9a (7b, 8b, 9b), respectively. Moreover, the power converter 10a (10b) converts the electric power taken in via the AC overhead wire and the transformer into electric power for auxiliary power and outputs it.

客車電源装置６ａ（６ｂ）は、交流架線、トランスを介して取り入れた交流電力を直流電力に変換して、客車に供給する。断続回路１３ａ（１３ｂ）は、それぞれ客車電源装置６ａ（６ｂ）から供給される電力を断続する。   The passenger car power supply device 6a (6b) converts the AC power taken in via the AC overhead wire and the transformer into DC power and supplies it to the passenger car. Intermittent circuit 13a (13b) interrupts the electric power supplied from passenger car power unit 6a (6b), respectively.

バックアップ装置２０は、それぞれ電力変換装置１０ａ、１０ｂから出力される駆動用電動機７ａ、８ａ、９ａ（７ｂ、８ｂ、９ｂ）の制御電力のうちから選択した１つの電力を直流電力に変換する。切替回路２５は、バックアップ装置２０から出力される直流電力を客車電源装置６ａ（６ｂ）から出力される電力のバックアップ電力として供給するように回路を切り替える。   The backup device 20 converts one power selected from the control power of the driving motors 7a, 8a, 9a (7b, 8b, 9b) output from the power converters 10a, 10b, respectively, into DC power. The switching circuit 25 switches the circuit so that the DC power output from the backup device 20 is supplied as backup power for the power output from the passenger car power supply device 6a (6b).

制御部３０は、客車電源のバックアップ動作を制御する。即ち、制御部３０は、バックアップ装置２０、断続回路１３ａ、１３ｂ、及び切替回路２５の動作を制御する。このバックアップ動作については後述する。   The control unit 30 controls the backup operation of the passenger car power supply. That is, the control unit 30 controls the operations of the backup device 20, the intermittent circuits 13a and 13b, and the switching circuit 25. This backup operation will be described later.

続いて、電力変換装置１０ａ、１０ｂ、及びバックアップ装置２０の構成と動作について説明する。   Next, the configuration and operation of the power conversion devices 10a and 10b and the backup device 20 will be described.

電力変換装置１０ａは、コントローラ１ａ、主変換装置２ａ、主変換装置３ａ、主変換装置４ａ、及び補助電源装置５ａを備えている。   The power conversion device 10a includes a controller 1a, a main conversion device 2a, a main conversion device 3a, a main conversion device 4a, and an auxiliary power supply device 5a.

主変換装置２ａ、３ａ、４ａは、それぞれ駆動用電動機７ａ、８ａ、９ａの駆動動作を制御する。なお、主変換装置４ａの出力は、バックアップ装置２０に出力される。駆動用電動機９ａは、バックアップ装置２０を介して、主変換装置４ａの出力を受け取り、駆動される。補助電源装置５ａからの電力は、コンプレッサー等の定周波数負荷に供給される。   Main converters 2a, 3a, and 4a control drive operations of drive motors 7a, 8a, and 9a, respectively. The output of the main conversion device 4a is output to the backup device 20. The drive motor 9a receives the output of the main converter 4a via the backup device 20 and is driven. The electric power from the auxiliary power supply 5a is supplied to a constant frequency load such as a compressor.

コントローラ１ａは、電力変換装置１０ａの動作を統括して制御する。主変換装置２ａ、３ａ、４ａの交流／直流コンバータとインバータ、補助電源装置５ａの交流／直流コンバータとインバータは、ＩＧＢＴなどの半導体素子で構成される。コントローラ１ａは、半導体素子を制御してそれぞれの装置及び回路の動作を制御する。   The controller 1a controls the overall operation of the power conversion device 10a. The AC / DC converters and inverters of main converters 2a, 3a, and 4a, and the AC / DC converter and inverter of auxiliary power supply device 5a are configured by semiconductor elements such as IGBTs. The controller 1a controls the operation of each device and circuit by controlling the semiconductor element.

電力変換装置１０ｂは、コントローラ１ｂ、主変換装置２ｂ、主変換装置３ｂ、主変換装置４ｂ、及び補助電源装置５ｂを備えている。   The power conversion device 10b includes a controller 1b, a main conversion device 2b, a main conversion device 3b, a main conversion device 4b, and an auxiliary power supply device 5b.

主変換装置２ｂ、３ｂ、４ｂは、それぞれ駆動用電動機７ｂ、８ｂ、９ｂの駆動動作を制御する。なお、主変換装置２ｂの出力は、バックアップ装置２０に出力される。駆動用電動機７ｂは、バックアップ装置２０を介して、主変換装置２ｂの出力を受け取り、駆動される。補助電源装置５ｂからの電力は、冷却用のブロワ等の可変周波数負荷に供給される。   Main converters 2b, 3b, and 4b control drive operations of drive motors 7b, 8b, and 9b, respectively. The output of the main conversion device 2b is output to the backup device 20. The drive motor 7b receives the output of the main converter 2b via the backup device 20 and is driven. The electric power from the auxiliary power supply 5b is supplied to a variable frequency load such as a cooling blower.

コントローラ１ｂは、電力変換装置１０ｂの動作を統括して制御する。主変換装置２ｂ、３ｂ、４ｂの交流／直流コンバータとインバータ、及び補助電源装置５ｂの交流／直流コンバータとインバータは、ＩＧＢＴなどの半導体素子で構成される。コントローラ１ｂは、半導体素子を制御してそれぞれの装置及び回路の動作を制御する。   The controller 1b controls the operation of the power conversion device 10b in an integrated manner. The AC / DC converters and inverters of main converters 2b, 3b, and 4b, and the AC / DC converter and inverter of auxiliary power supply device 5b are formed of semiconductor elements such as IGBTs. The controller 1b controls the operation of each device and circuit by controlling the semiconductor element.

バックアップ装置２０は、交流／直流変換回路２１、選択スイッチ２２ａ、選択スイッチ２２ｂ、及び絶縁トランス２４を備えている。   The backup device 20 includes an AC / DC conversion circuit 21, a selection switch 22a, a selection switch 22b, and an insulation transformer 24.

選択スイッチ２２ａは、主変換装置４ａの出力電力を駆動用電動機９ａまたは交流／直流変換回路２１へ選択して供給する。選択スイッチ２２ｂは、主変換装置２ｂの出力電力を駆動用電動機７ｂまたは交流／直流変換回路２１へ選択して供給する。絶縁トランス２４は、電力変換装置側と客車側とを絶縁した交流電力を生成する。交流／直流変換回路２１は、入力される交流電力を直流電力に変換して出力する。   The selection switch 22a selects and supplies the output power of the main converter 4a to the drive motor 9a or the AC / DC conversion circuit 21. The selection switch 22b selects and supplies the output power of the main converter 2b to the drive motor 7b or the AC / DC conversion circuit 21. The insulating transformer 24 generates AC power that insulates the power converter side from the passenger car side. The AC / DC conversion circuit 21 converts the input AC power into DC power and outputs it.

切替回路２５は、入力される直流電力を、客車電源装置６ａまたは客車電源装置６ｂからの出力電力線に切り替えて出力する。なお、切替回路２５は、３つの出力状態（客車電源装置６ａへの出力、客車電源装置６ｂへの出力、いずれにも出力しない）を切り替えることができる。   The switching circuit 25 switches the input DC power to the output power line from the passenger vehicle power supply device 6a or the passenger vehicle power supply device 6b and outputs it. Note that the switching circuit 25 can switch between three output states (output to the passenger car power supply device 6a, output to the passenger car power supply device 6b, neither output).

なお、制御部３０は、電力変換装置１０ａ、１０ｂ、客車電源装置６ａ、６ｂ、及び運転台（不図示）との間で信号の授受を行って、バックアップ装置２０、断続回路１３ａ、１３ｂ、切替回路２５の動作を制御する。   The control unit 30 exchanges signals with the power conversion devices 10a and 10b, the passenger car power supply devices 6a and 6b, and the driver's cab (not shown), and the backup device 20, the intermittent circuits 13a and 13b, and the switching. The operation of the circuit 25 is controlled.

図２は、第１の実施の形態の電気機関車制御装置１００のバックアップ装置２０の詳細の回路構成を示す図である。   FIG. 2 is a diagram illustrating a detailed circuit configuration of the backup device 20 of the electric locomotive control device 100 according to the first embodiment.

バックアップ装置２０には、選択スイッチ２２ａ、選択スイッチ２２ｂ、絶縁トランス２４、交流／直流変換回路２１に加え、地絡検知電力量演算器２３が設けられている。   The backup device 20 is provided with a ground fault detection power calculator 23 in addition to the selection switch 22a, the selection switch 22b, the insulation transformer 24, and the AC / DC conversion circuit 21.

そして、交流／直流変換回路２１は、三相全波整流回路２１ａ、リアクタンス２１ｂ、コンデンサ２１ｃ、電圧検知センサ２１ｄ、２１ｆ、及び電流検知センサ２１ｅを備えている。   The AC / DC conversion circuit 21 includes a three-phase full-wave rectifier circuit 21a, a reactance 21b, a capacitor 21c, voltage detection sensors 21d and 21f, and a current detection sensor 21e.

三相全波整流回路２１ａは、入力される交流電力を直流電力に変換する。リアクタンス２１ｂ、コンデンサ２１ｃは、平滑回路を構成すると共に、コンデンサ２１ｃの両端電圧が出力電圧となる。電圧検知センサ２１ｄは、全電圧を検出する。電圧検知センサ２１ｆは、車体アースとの間の電圧を検出する。   The three-phase full-wave rectifier circuit 21a converts input AC power into DC power. The reactance 21b and the capacitor 21c constitute a smoothing circuit, and the voltage across the capacitor 21c becomes the output voltage. The voltage detection sensor 21d detects all voltages. The voltage detection sensor 21f detects a voltage between the vehicle body ground.

地絡検知電力量演算器２３は、電流検知センサ２１ｅと二つの電圧検知センサ２１ｄ、２１ｆを用いて地絡を検出する。例えば、電圧検知センサ２１ｄが検知した全電圧が通常の電圧値であっても、電圧検知センサ２１ｆが検知した車体アースとの電圧が全電圧の１／２から大きく外れたときは出力が地絡していると判断する。また電流検知センサ２１ｅで検出する電流値が所定の閾値を超えたときも地絡と検出する。それら地絡検出の情報はＴＣＭＳと呼ばれる車両モニタ装置へ伝送される。   The ground fault detection power amount calculator 23 detects a ground fault using the current detection sensor 21e and the two voltage detection sensors 21d and 21f. For example, even if the total voltage detected by the voltage detection sensor 21d is a normal voltage value, when the voltage with respect to the vehicle body ground detected by the voltage detection sensor 21f deviates significantly from ½ of the total voltage, the output is grounded. Judge that you are doing. A ground fault is also detected when the current value detected by the current detection sensor 21e exceeds a predetermined threshold. The information on the ground fault detection is transmitted to a vehicle monitoring device called TCMS.

続いて、第１の実施の形態の電気機関車制御装置の構成についての基本的な考え方を説明する。   Next, the basic concept of the configuration of the electric locomotive control device according to the first embodiment will be described.

第１の実施の形態の電気機関車は、客車・貨車牽引電気機関車を対象としている。即ち、第１の実施の形態の電気機関車は、客車のみを牽引するケースと、貨車のみを牽引するケースの両方のケースに使用されることを条件としてその能力仕様が決定されている。   The electric locomotive of the first embodiment is intended for passenger car / carriage-traction electric locomotives. That is, the capacity specification of the electric locomotive of the first embodiment is determined on the condition that it is used in both cases of towing only a passenger car and a case of towing only a freight car.

一般に、客車のほうが貨車より軽い。そのため、客車・貨車牽引電気機関車は、貨車を牽引する場合は電気機関車の駆動容量限界までその能力を発揮して牽引しなければならないが、客車を牽引する場合は駆動容量に余裕があり、例えば、客車牽引時は貨車牽引時のほぼ半分以下の牽引能力で十分である。一方で、客車を牽引する場合は客車内の空調や照明への電力供給が必要で、電気機関車内に備えられた、客車へ供給する電源回路をその能力の限界まで発揮する必要があるが、貨車牽引時は貨車には空調や照明がないか、あっても客車に比較すれば非常に小さい容量である。   In general, passenger cars are lighter than freight cars. For this reason, electric locomotives that pull passenger cars and freight cars must pull to the limit of the drive capacity of electric locomotives when towing freight cars, but there is room for driving capacity when towing passenger cars. For example, when towing a passenger car, a towing capacity of about half or less than that of a freight car is sufficient. On the other hand, when towing a passenger car, it is necessary to supply power to the air conditioning and lighting in the passenger car, and it is necessary to demonstrate the power supply circuit provided in the electric locomotive to the limit of its capacity, When a freight car is towed, the freight car has no air conditioning or lighting, but it has a very small capacity compared to a passenger car.

第１の実施の形態の電気機関車はこの特徴を利用して、課題を解決する。本実施の形態の電気機関車制御装置では、客車牽引時には、駆動用電動機を駆動する主変換装置の６回路すべてを動作させる必要はない。そこで、客車電源が１群故障したとき、駆動用電動機を駆動する主変換装置の６回路のうち１回路を駆動用電動機から切り離し、絶縁トランスを介して客車電源へ接続し、客車電源として動作させて電力を供給する。これによって、客車電源が故障した際にも客車へ供給する電源容量を下げる必要はなく、客車内の空調を減らすなど乗客のサービス低下を回避することができる。   The electric locomotive according to the first embodiment uses this feature to solve the problem. In the electric locomotive control device of the present embodiment, it is not necessary to operate all six circuits of the main converter that drives the driving motor when towing the passenger car. Therefore, when a passenger car power supply fails in one group, one of the six circuits of the main converter that drives the drive motor is disconnected from the drive motor and connected to the passenger car power supply via an insulation transformer to operate as a passenger car power supply. Supply power. Thus, it is not necessary to reduce the power supply capacity supplied to the passenger car even when the passenger car power source fails, and it is possible to avoid a decrease in passenger service such as reducing the air conditioning in the passenger car.

次に、客車電源が１群故障した際の動作について説明する。   Next, an operation when the passenger car power source has a group 1 failure will be described.

図３は、第１の実施の形態の電気機関車制御装置１００の客車電源故障時における動作を示すタイムチャートである。図３では、客車電源装置６ａが故障したため、主変換装置４ａをＡＣ／ＤＣコンバータとして駆動させて客車電源に電力を供給するケースを記載している。   FIG. 3 is a time chart showing the operation of the electric locomotive control device 100 according to the first embodiment when the passenger car power supply fails. In FIG. 3, since the passenger car power supply device 6a has failed, the case where the main converter 4a is driven as an AC / DC converter to supply electric power to the passenger car power supply is described.

６台の主変換装置で通常に６台の駆動用電動機を駆動し、２群の客車電源装置で客車電源を供給中に、例えば客車電源装置６ａを構成するＡＣ／ＤＣコンバータが故障したとき、次のシーケンスで動作が行われる。
（手順１）客車電源装置６ａは、稼動状態から停止状態に遷移する。
（手順２）制御部３０は、断続回路１３ａを入状態→切状態として、故障したＡＣ／ＤＣコンバータを客車電源回路より切り離す。
（手順３）主変換装置４ａの動作を停止する。 When, for example, an AC / DC converter that constitutes the passenger car power supply device 6a breaks down while normally driving six drive motors with the six main converters and supplying passenger car power with the two groups of passenger car power supply devices, The operation is performed in the following sequence.
(Procedure 1) The passenger car power supply device 6a transitions from the operating state to the stopped state.
(Procedure 2) The control unit 30 switches the intermittent circuit 13a from the on state to the off state, and disconnects the failed AC / DC converter from the passenger vehicle power supply circuit.
(Procedure 3) The operation of the main converter 4a is stopped.

（手順４）制御部３０は、選択スイッチ２２ａを動作させて、駆動用電動機９ａに接続されている主変換装置４ａの電力線をバックアップ装置２０の客車電源供給側に接続する。
（手順５）主変換装置４ａは客車電源供給用の交流電力を発生する。
（手順６）交流／直流変換回路２１は、客車電源供給用の直流電力を発生する。制御部３０は、切替回路２５を動作させて、発生した直流電力を客車電源装置６ａからの電力線に供給する。 (Procedure 4) The control unit 30 operates the selection switch 22a to connect the power line of the main converter 4a connected to the drive motor 9a to the passenger vehicle power supply side of the backup device 20.
(Procedure 5) The main converter 4a generates AC power for supplying passenger car power.
(Procedure 6) The AC / DC conversion circuit 21 generates DC power for supplying passenger car power. The control unit 30 operates the switching circuit 25 to supply the generated DC power to the power line from the passenger car power supply device 6a.

なお、上述の手順１〜６は、全手順が自動で実行される形態に限られず、適宜の手順が電気機関車の運転手の指示に従って実行されるように構成しても良い。   In addition, the above-mentioned procedures 1-6 are not restricted to the form in which all the procedures are automatically performed, You may comprise so that an appropriate procedure may be performed according to the instruction | indication of the driver of an electric locomotive.

また、上述の実施の形態では、電力変換装置１０ａ、１０ｂごとにバックアップを行う１つの主変換装置を選定したが、この実施の形態に限定されない。全電力変換装置から少なくとも１台の主変換装置をバックアップ用として選定しても良い。そして、任意の時点で、例えば、毎日の運転開始時に、運転手がバックアップ用の主変換装置を選定するように構成しても良い。選定された主変換装置は、駆動用電動機とバックアップ装置とに切り替えによって接続可能に割り付けられる。   Moreover, in the above-mentioned embodiment, although one main converter which performs backup for every power converter 10a, 10b was selected, it is not limited to this embodiment. At least one main conversion device may be selected for backup from all the power conversion devices. The driver may select a backup main conversion device at any time, for example, at the start of daily operation. The selected main conversion device is assigned so as to be connectable to the drive motor and the backup device by switching.

次に、手順５に記載した、主変換装置４ａが客車電源供給用の交流電力を発生する動作について説明する。   Next, the operation | movement in which the main converter 4a described in the procedure 5 generate | occur | produces the alternating current power for passenger car power supply is demonstrated.

駆動用電動機を駆動する主変換装置を、客車電源を供給するＤＣ／ＡＣコンバータとして動作させる際には、前述のとおり、主変換装置側と客車電源装置側とを絶縁するための絶縁トランス２４が必要となる。絶縁トランス２４は、電気機関車内の設置スペースの要請からできるだけ小さいことが望ましい。   When the main converter that drives the driving motor is operated as a DC / AC converter that supplies passenger car power, the insulation transformer 24 for insulating the main converter and the passenger car power supply is provided as described above. Necessary. It is desirable that the insulation transformer 24 be as small as possible because of the requirement for installation space in the electric locomotive.

絶縁トランス２４をできるだけ小さくするため、本実施の形態では、ＤＣ／ＡＣコンバータとして動作させる主変換装置のインバータを駆動用電動機の駆動時よりも高い基本波周波数で動作させる。しかし主変換装置のインバータをより高い基本波周波数で動作させる場合は、次の問題点を解消する必要がある。   In order to make the insulating transformer 24 as small as possible, in the present embodiment, the inverter of the main converter that operates as a DC / AC converter is operated at a higher fundamental frequency than when the driving motor is driven. However, when operating the inverter of the main converter at a higher fundamental frequency, the following problems need to be solved.

[発熱による制約]
主変換装置のインバータをより高い基本波周波数で動作させる場合、基本波一周期あたりのスイッチング回数の制約からインバータのスイッチング周波数を決める必要がある。一般的に基本波一周期あたり３パルス程度のパルス数が必要で、インバータのスイッチング周波数の限界を１ＫＨｚ程度とするとインバータの基本波周波数は、１ＫＨｚ／３≒３３０Ｈｚとなる。 [Restriction by heat generation]
When operating the inverter of the main converter at a higher fundamental frequency, it is necessary to determine the switching frequency of the inverter from the restriction of the number of switchings per period of the fundamental wave. In general, the number of pulses of about 3 pulses per fundamental wave cycle is required. If the limit of the switching frequency of the inverter is about 1 KHz, the fundamental frequency of the inverter is 1 KHz / 3≈330 Hz.

インバータのスイッチング周波数の限界は、半導体素子の発生損失による発熱と冷却性能とから決まる。駆動用電動機を駆動するときのスイッチング周波数は約４００Ｈｚであり、客車電源供給時の出力電流は、駆動用電動機駆動時の出力電流の半分以下である。このことから、客車電源供給時のスイッチング周波数は、駆動用電動機を駆動するときのスイッチング周波数の２倍程度の周波数である１ＫＨｚまで上げることが可能と考えられる。第１の実施の形態では、上述の検討に基づいて、客車電源供給時のスイッチング周波数が１ＫＨｚである例を示す。   The limit of the switching frequency of the inverter is determined by heat generation due to loss generated in the semiconductor element and cooling performance. The switching frequency when driving the driving motor is about 400 Hz, and the output current when supplying the passenger car power is less than half of the output current when driving the driving motor. From this, it is considered that the switching frequency at the time of supplying the passenger car power can be increased to 1 KHz which is about twice the switching frequency when the driving motor is driven. In the first embodiment, an example in which the switching frequency at the time of supplying passenger car power is 1 KHz is shown based on the above-described examination.

なお、アップ可能な駆動周波数は、上述のように、客車に電力を供給する際に主変換装置に許容される最大周波数以下の周波数である。アップ可能な駆動周波数、即ち、許容される最大周波数は予め設定値として定められてもよい。   As described above, the drive frequency that can be increased is a frequency that is equal to or lower than the maximum frequency allowed for the main converter when power is supplied to the passenger vehicle. The drive frequency that can be increased, that is, the maximum allowable frequency may be determined in advance as a set value.

[高調波の低減]
主変換装置のインバータ出力が絶縁トランス２４に入力する。この際、絶縁トランス２４に流れる電流に含まれる高調波はできるだけ低減する必要がある。そのため、主変換装置のインバータの出力は、ＰＷＭ（Pulse Width Modulation）制御として、図４に示すような３パルスの電圧波形とすることで、できるだけ高調波の生じない電圧波形とする。図４に示す例では、３３０Ｈｚの基本周波数を用いることで、半導体素子のスイッチング周波数として１ｋＨｚを実現している。 [Reduction of harmonics]
The inverter output of the main converter is input to the isolation transformer 24. At this time, it is necessary to reduce the harmonics contained in the current flowing through the insulating transformer 24 as much as possible. For this reason, the output of the inverter of the main converter is set to a voltage waveform that does not generate harmonics as much as possible by using a 3-pulse voltage waveform as shown in FIG. 4 as PWM (Pulse Width Modulation) control. In the example shown in FIG. 4, 1 kHz is realized as the switching frequency of the semiconductor element by using a fundamental frequency of 330 Hz.

[第１の実施の形態の効果]
第１の実施の形態の電気機関車制御装置によれば、客車電源装置のＡＣ／ＤＣコンバータが故障したとき、駆動用電動機を駆動する主変換装置を、客車電源装置を構成するＡＣ／ＤＣコンバータとして切り換えて機能させることができる。従って、客車電源の出力容量を減少させることがなくなるため、客車の空調などのサービス低下を招くことを回避することができる。 [Effect of the first embodiment]
According to the electric locomotive control device of the first embodiment, when the AC / DC converter of the passenger car power supply device fails, the main converter that drives the drive motor is used as the AC / DC converter that constitutes the passenger car power supply device. Can be switched to function. Therefore, since the output capacity of the passenger car power supply is not reduced, it is possible to avoid a decrease in service such as air conditioning of the passenger car.

[第２の実施の形態]
第２の実施の形態では、電気機関車制御装置に客車電源装置が設けられていない点が、第１の実施の形態と異なっている。第１の実施の形態と同一の部位には同一の符号を付してその詳細の説明は省略する。 [Second Embodiment]
The second embodiment is different from the first embodiment in that the electric locomotive control device is not provided with a passenger car power supply device. The same parts as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

図５は、第２の実施の形態の電気機関車制御装置１００の構成を示す図である。
第２の実施の形態では、第１の実施の形態に比して、客車電源装置、断続回路、及び切替回路が設けられていない。そして、主変換装置４ａまたは主変換装置２ｂのいずれか一方の交流電力が、交流／直流変換回路２１によって直流電力に変換されて、客車に供給されている。即ち、第２の実施の形態では、１台の主変換装置で客車に電力を供給することが可能である。 FIG. 5 is a diagram illustrating a configuration of the electric locomotive control device 100 according to the second embodiment.
In the second embodiment, the passenger car power supply device, the intermittent circuit, and the switching circuit are not provided as compared with the first embodiment. Then, the AC power of either the main converter 4a or the main converter 2b is converted into DC power by the AC / DC converter circuit 21 and supplied to the passenger car. That is, in the second embodiment, it is possible to supply power to the passenger car with one main conversion device.

この場合、電気機関車が客車を牽引するときは、主変換装置一台は必ず客車用電源として動作するため、駆動用電動機一台は駆動力を発生させることができないが、上述したとおり客車牽引時には、牽引力に余裕があることから１台の電動機を駆動しなくても問題はない。   In this case, when the electric locomotive pulls the passenger car, one main converter always operates as a passenger car power source, so one driving motor cannot generate driving force. Sometimes there is no problem even if one motor is not driven because there is a margin in traction force.

また、客車に電力を供給している主変換装置が故障した場合は、他の主変換装置が客車に電力を供給するように制御部３０、コントローラによって切り替えられる。従って、客車への電力供給についてバックアップが図れている。   Moreover, when the main converter which supplies electric power to a passenger vehicle fails, it is switched by the control part 30 and a controller so that another main converter may supply electric power to a passenger vehicle. Therefore, the power supply to the passenger car is backed up.

[第２の実施の形態の効果]
第２の実施の形態の電気機関車制御装置によれば、乗客に対するサービス低下が回避できるとともに、客車電源装置（２台）が不要となるため、電気機関車制御装置のサイズを低減することができる。 [Effect of the second embodiment]
According to the electric locomotive control device of the second embodiment, it is possible to avoid a decrease in service for passengers and to eliminate the need for a passenger car power supply device (two units), thereby reducing the size of the electric locomotive control device. it can.

尚、本発明は、上記実施形態そのままに限定されるものではなく、実施段階ではその要旨を逸脱しない範囲で構成要素を変形して具体化できる。
上記実施形態に開示されている複数の構成要素の適宜な組み合せにより種々の発明を形成できる。例えば、実施形態に示される全構成要素から幾つかの構成要素を削除してもよい。更に、異なる実施形態に亘る構成要素を適宜組み合せてもよい。 Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage.
Various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, you may combine suitably the component covering different embodiment.

１ａ、１ｂ…コントローラ、２ａ〜４ａ、２ｂ〜４ｂ…主変換装置、５ａ、５ｂ…補助電源装置、６ａ、６ｂ…客車電源装置、７ａ〜９ａ、７ｂ〜９ｂ…駆動用電動機、１０ａ、１０ｂ…電力変換装置、２０…バックアップ装置、２１…交流／直流変換回路、２４…絶縁トランス、３０…制御部、１００…電気機関車制御装置。   DESCRIPTION OF SYMBOLS 1a, 1b ... Controller, 2a-4a, 2b-4b ... Main converter, 5a, 5b ... Auxiliary power supply, 6a, 6b ... Passenger car power supply, 7a-9a, 7b-9b ... Driving motor, 10a, 10b ... Power conversion device, 20 ... backup device, 21 ... AC / DC conversion circuit, 24 ... insulating transformer, 30 ... control unit, 100 ... electric locomotive control device.

Claims (4)

客車・貨車牽引用電気機関車の駆動電動機を制御する交流電力を供給する複数の第１の変換装置と、
交流電力を直流電力に変換して客車用の電力を供給する複数の第２の変換装置と、
絶縁トランスを介して特定の前記第１の変換装置から供給される交流電力を直流電力に変換して、前記客車用の電力として出力する電力変換回路と、
客車牽引時であって、一台の前記第２の変換装置が故障した際に、複数の前記第１の変換装置のうちの一台を前記駆動電動機から切り離して前記電力変換回路に接続して、客車電源として動作させて電力を供給することが可能である制御部と、
を備える電気機関車制御装置。 A plurality of first converters for supplying AC power for controlling a drive motor of an electric locomotive for towing a passenger car and a freight car;
A plurality of second converters that convert AC power into DC power and supply passenger car power;
The AC power supplied from a particular said first converter via an isolation transformer to convert the DC power, a power conversion circuit that outputs a power for said passenger,
When one of the second converters breaks down when pulling a passenger car, one of the plurality of first converters is disconnected from the drive motor and connected to the power converter circuit. A controller capable of operating as a passenger car power supply and supplying power;
An electric locomotive control device. 前記制御部は、
前記客車電源として使用する前記第１の変換装置のインバータのＰＷＭ制御として、当該第１の変換装置内の半導体素子のスイッチング周波数を増加させる、
請求項１に記載の電気機関車制御装置。 The controller is
As PWM control of the inverter of the first converter used as the passenger car power supply, the switching frequency of the semiconductor element in the first converter is increased.
The electric locomotive control device according to claim 1. 前記制御部は、
前記増加されるスイッチング周波数を、前記第１の変換装置が前記客車用の電力を供給する際の許容最大周波数以下に制御する、
請求項２に記載の電気機関車制御装置。 The controller is
Controlling the increased switching frequency to be equal to or lower than an allowable maximum frequency when the first converter supplies power for the passenger car;
The electric locomotive control device according to claim 2. 前記客車電源として使用される前記第１の変換装置は、故障前に予め指定可能になされる、
請求項３に記載の電気機関車制御装置。 The first conversion device used as the passenger car power supply can be designated in advance before failure,
The electric locomotive control device according to claim 3.
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