JP6435239B2 - Main circuit equipment for railway vehicles - Google Patents

Description

  The present invention relates to a main circuit device for a railway vehicle that houses a charging resistor and a unit switch and is disposed in the railway vehicle.

  Conventionally, a main circuit device for a railway vehicle disposed in a railway vehicle has a main circuit current taken from an overhead wire via a current collector and enters a circuit breaker box. It is input to an inverter device through a filter reactor and converted into a three-phase AC having a variable voltage and variable frequency. Then, the induction motor is driven by the converted current, and the current further flows into the rail via the vehicle body and the wheels, and returns to the substation.

  As such a railway vehicle main circuit device, for example, in order to realize the above circuit, a high-speed circuit breaker and a breaker box containing two unit switches are mounted under the floor of the railway vehicle body. There are some (see, for example, Patent Document 1).

JP-A-3-251005

  In the conventional main circuit device for railway vehicles, the high-speed circuit breaker is normally closed, and when the current collector is brought into contact with the overhead wire and one unit switch is turned on, the filter capacitor having a large capacity is It is charged through a charging resistor. After the completion of charging, the other unit switch is turned on to enter an operable state, and when the driver operates the main controller, the main motor control unit operates the motor according to the amount of operation.

  Here, as shown in FIGS. 12 to 14, in the conventional main circuit device for a railway vehicle, the high-speed circuit breaker 3, the unit switch 4 and the charging resistor 13 are housed in the circuit breaker box 11. The breaker box 11 is composed of a plurality of rooms, and the high-speed circuit breaker 3, the unit switch 4, the charging resistor 13, and other electrical components are housed in each room.

  More specifically, the unit switch 4 is stored separately in the room of the circuit breaker box 11, and the unit switch 4 is installed in the circuit breaker box 11, and control circuit wiring and main circuit wiring connection work are performed. ing. For this reason, as shown in FIGS. 13 and 14, it is necessary to provide the control circuit wiring connection work space S1 and the main circuit wiring connection work space S2 before and after the unit switch 4 (in the sleeper direction), which hinders space saving. Had come. Moreover, since the charging resistor 13 cannot be disposed near the unit switch 4 and the unit switch 4 and the charging resistor 13 are arranged in parallel in the vehicle traveling direction, the size of the breaker box 11 is increased. It has become.

  Moreover, in the said conventional structure, since connection of control circuit wiring is performed in the housing | casing of the circuit breaker box 11, careful work is required so that a child screw may not be dropped. Further, it is conceivable to reduce the size by arranging the charging resistor 13 in the wiring work space of the unit switch 4, but if the charging resistor 13 is arranged in the wiring work space of the unit switch 4, the assembly wiring work of the unit switch can be reduced. Since it becomes difficult, the charging resistor 13 cannot be disposed in the connection work space, and the actual situation is that the miniaturization cannot be achieved.

  The present invention has been made in consideration of the above points, and by attaching a unit switch and a charging resistor to a unit frame, it is possible to perform assembly connection work and to achieve downsizing. An object is to provide a main circuit device for a vehicle.

  To achieve this object, the present invention provides a railcar main circuit device disposed in a railcar, comprising a unit frame, a unit switch housed in the unit frame, and a charge housed in the unit frame. The unit switch is vertically disposed at a position on the side surface of the railway vehicle, and the charging resistor is disposed vertically at a position on the center side of the railway vehicle. A main circuit device for a railway vehicle is provided.

  According to the present invention, it is possible to provide a main circuit device for a railway vehicle that can be assembled and connected and can be downsized by attaching a unit switch and a charging resistor to a unit frame. .

1 is a diagram illustrating a schematic configuration of a railway vehicle drive system according to a first embodiment of the present invention. It is a figure which shows schematic structure of the circuit breaker box vicinity arrange | positioned at the railway vehicle drive system which concerns on Embodiment 1 of this invention. It is a top view which shows typically the internal structure of the circuit breaker box which concerns on Embodiment 1 of this invention. It is a figure which shows the circuit structure of the circuit breaker box which concerns on Embodiment 1 of this invention. It is a figure which shows typically the state which suspended the breaker box which concerns on Embodiment 1 of this invention under the floor of the vehicle body of a railway vehicle. (A) is a side view which shows the low voltage | pressure and high voltage | pressure interface position of the unit switch accommodated in the breaker box which concerns on Embodiment 1 of this invention, (b) is the front view. (A) is a top view which shows the high voltage | pressure interface position of the charging resistance accommodated in the breaker box which concerns on Embodiment 1 of this invention, (b) is the front view. (A) is a top view which shows the unit switch and unit of charge resistance which concern on Embodiment 1 of this invention, (b) is the side view, (c) is the front view. (A) is a disassembled perspective view which shows typically the unit switch and charging resistance unit which concern on Embodiment 1 of this invention, (b) is a perspective view which shows the assembled state typically. It is a top view which shows typically the internal structure of the inverter apparatus which concerns on Embodiment 2 of this invention. It is a figure which shows typically the state which suspended the inverter apparatus which concerns on Embodiment 2 of this invention under the floor of the vehicle body of a rail vehicle. It is a perspective view which shows typically the internal structure of the conventional breaker box. It is a top view which shows typically the internal structure seen from the cross section along the AA shown in FIG. It is a perspective view which shows the conventional unit switch typically.

  Next, a railway vehicle main circuit device according to an embodiment of the present invention will be described with reference to the drawings. In addition, embodiment described below is the illustration for demonstrating this invention, and this invention is not limited only to these embodiment. Therefore, the present invention can be implemented in various forms without departing from the gist thereof. In each drawing, the thickness, size, enlargement / reduction ratio, and the like of each member are not matched with actual ones for easy understanding.

(Embodiment 1)
FIG. 1 is a diagram showing a schematic configuration of a railway vehicle drive system according to the first embodiment, FIG. 2 is a diagram showing a schematic configuration in the vicinity of a breaker box arranged in the rail vehicle drive system, and FIG. FIG. 4 is a plan view schematically showing the internal configuration of the breaker box, FIG. 4 is a diagram showing the circuit configuration of the breaker box, and FIG. 5 is a state in which the breaker box is suspended under the floor of the railcar body. FIG. 6 is a schematic view, FIG. 6 is a view showing a low-pressure / high-pressure interface position of a unit switch housed in a breaker box ((a) is a side view, (b) is a front view), and FIG. The figure which shows the high voltage | pressure interface position of the charging resistance accommodated in the fluency box ((a) is a top view, (b) is a front view), FIG. 8 is a figure which shows the unit switch and the unit of charging resistance. Is a plan view, (b) is a side view, (c) a front view), and FIG. FIG ((a) is an exploded perspective view, (b) a perspective view of an assembled state is) showing a.

  The “vehicle center side” indicates a direction that becomes the center side of the vehicle when the circuit breaker box 11 is disposed under the floor of the vehicle body 8, and the “vehicle side surface side” indicates the circuit breaker box 11. When the vehicle is disposed under the floor of the vehicle body 8, the direction toward the side of the vehicle (outside) is shown.

  As shown in FIGS. 1 and 2, in the railway vehicle drive system 100 according to the first embodiment, the main circuit current is taken from the overhead wire 1 through the current collector 2, enters the circuit breaker box 11, and is disconnected. The main circuit current that has passed through the container box 11 is input to the inverter device 6 through the filter reactor 5. The current input to the inverter device 6 is converted into a three-phase alternating current of variable voltage and variable frequency, drives the induction motor 7, and further flows into the rail 10 via the vehicle body 8 and the wheels 9, and returns to a substation (not shown). It has become.

  As shown in FIGS. 3 to 9, the breaker box 11 houses a high-speed circuit breaker 3, unit switches and charging resistance units 14 and 24. The unit switch / charge resistance units 14 and 24 include unit switches 4 a and 4 b, a charge resistor 13, unit switches 4 a and 4 b, and a unit frame 15 that houses the charge resistor 13. As shown in FIG. 3, the unit switch / charge resistance unit 14 and the unit switch / charge resistance unit 24 are arranged in parallel in the vehicle traveling direction.

  As described above, in the first embodiment, the unit switches 4a and 4b and the charging resistor 13 are unitized into functional units (in the first embodiment, two units: unit switches and charging resistor units 14 and 24). The functional unit here is, for example, unitized for each different function (role), such as charging a separate capacitor with the unit switch / charging resistor unit 14 and the unit switch / charging resistor unit 24. Can be mentioned. In the first embodiment, the unit switch / charge resistance units 14 and 24 correspond to the “main circuit device for railway vehicles” of the present invention.

  Usually, the high-speed circuit breaker 3 is in a closed state. When the current collector 2 is brought into contact with the overhead wire 1 and the unit switch 4 a is turned on, the filter capacitor 12 having a large capacity is charged via the charging resistor 13. After the charging is completed, the unit switch 4b is turned on and the vehicle is ready for driving. When a driver operates a master controller (not shown), a main motor controller in the inverter device 6 operates an electric motor (not shown) according to the amount of operation.

  Since the unit switch / charge resistance unit 14 and the unit switch / charge resistance unit 24 have the same configuration, the configuration of the unit switch / charge resistance unit 14 will be described here.

  In the unit frame 15, unit switches 4a and 4b are juxtaposed in the vehicle traveling direction, and three charging resistors 13 are arranged on the vehicle center side of the unit switches 4a and 4b in the unit frame 15 in the sleeper direction. It is installed.

  As shown in FIGS. 8 and 9, the unit frame 15 has a substantially L shape when viewed from the front. The unit frame 15 includes a bottom surface 151, a back surface 152 erected on the vehicle center side end portion of the bottom surface 151, and side surfaces 153 and 154 disposed on both sides of the bottom surface 151 and the back surface 152.

  As shown in FIGS. 5, 6, 8 and 9, the unit switches 4a and 4b are arranged in the unit frame 15 so that the control circuit of the unit switches 4a and 4b, that is, the low-voltage interface 31 side is the vehicle side surface side. That is, the high-voltage interface 32 side is set to the vehicle center side and is arranged vertically.

  As shown in FIGS. 5 and 7 to 9, the charging resistor 13 is arranged on the vehicle center side of the unit switches 4 a and 4 b in the unit frame 15 (that is, on the high-voltage interface 32 side of the unit switches 4 a and 4 b). ing. The charging resistor 13 is arranged vertically with the high-voltage interface 30 side on the vehicle center side.

  Here, the position of the high-voltage interface 32 of the unit switches 4a and 4b is hidden behind the charging resistor 13 when unitized, and cannot be connected to the outside. Therefore, as shown in FIG. 8, using a conductive member such as a conductor bar 33, the high voltage interface 32 is guided to the upper part of the charging resistor 13, and the position of the high voltage interface 32 is set to the high voltage interface 34 of the unit switch / charging resistor unit 14. And position. Thus, by providing an interface at a place where connection with the outside is easy, connection with the outside becomes possible.

  Further, the unit frame 15 has the both ends 37 a and 37 b on the vehicle side surface side of the bottom surface 151 and the upper both sides 36 a and 36 b of the back surface 152 as fixed positions with respect to the breaker box 11. That is, in the first embodiment, the unit frame 15 and the breaker box 11 are fixed diagonally. Due to this fixed position, the mounting margin for the breaker box 11 is provided at the upper part of the back surface 152, but it is not necessary to provide it at the lower part. Therefore, the height of the unit frame 15 (that is, the unit switch / charging resistance unit 14). The direction dimension can be shortened. Therefore, the unit can be sized to fit in a narrow space between the rail 10 and the floor of the vehicle body 8. The unit frame 15 and the breaker box 11 can be fixed with a desired fixing member such as a bolt or a screw.

  Furthermore, since the fixing of the unit frame 15 and the breaker box 11 is a diagonal stop, the vibration resistance can be improved. In addition, since the unit itself is self-supporting, when it is attached to the breaker box 11, it may be inserted into the breaker box 11 so as to slide the bottom surface 151, and the attachment is simple.

  In this way, the unit switch / charging resistance units 14 and 24 are not divided into all unit switches 4a and 4b and the charging resistance 13 arranged in the breaker box 11, but are divided into desired functional units. Therefore, the charge resistor 13 can be arranged in the main circuit wiring connection work space of the unit switches 4a and 4b, and the size of the breaker box 11 can be reduced. Further, since the control circuit wiring connection work of the unit switches 4a and 4b is performed outside the breaker box 11, handling of the female screws for connecting the control circuit wiring is facilitated. Furthermore, by arranging the high voltage interface 32 side of the unit switches 4a and 4b and the charging resistor 13 on the center side of the vehicle, the high voltage wiring is gathered near the high voltage interface 40 of the breaker box 11 and the main circuit wiring length is shortened. can do. In addition, since the connection work space on the low-voltage interface 31 side is provided in the same manner as in the prior art when replacing the components constituting the unit switches 4a and 4b, it can be performed from the vehicle side as in the prior art.

  Furthermore, by dividing the unit into desired functional units, the mass of one unit is reduced, and the unit can be easily attached to and detached from the breaker box 11 at the time of manufacturing or inspection. Further, when an electrical product breaks down, only the unit including the electrical product is removed from the circuit breaker box 11, and the electrical product may be replaced. All unit switches 4a and 4b and the charging resistor 13 are connected to one unit. Compared to the case, it takes less time to attach and detach.

  Further, as shown in FIG. 4, the unit switch / charging resistance units 14 and 24 can have the minimum two points of the interface of the main circuit with the outside. Further, the unit switch / charging resistance units 14 and 24 can be easily attached / detached from the circuit breaker box 11 by attaching / detaching the fixing member for fixing the unit frame 15 and the two interfaces.

  Furthermore, as an effect of unitization, workability improvement by external setup, productivity improvement by work parallelization, and design time reduction by project diversion can be mentioned.

  If the charging resistor 13 is arranged in the vehicle travel direction side of the unit switch 4 in the circuit breaker box 11 as in the conventional case (see FIGS. 12 and 13), the circuit breaker box 11 in the vehicle travel direction is arranged. In addition to the increase in size, there is a gap more than the insulation distance between the unit switches 4, and the size of the breaker box 11 becomes larger.

  Thus, as in the first embodiment, if the charging resistor 13 is arranged upright, the electrical product can be stored at a higher density, and the dimension in the vehicle traveling direction can be reduced. At this time, the breaker box 11 can be accommodated in a narrow space between the rail 10 and the floor of the vehicle body 8, the charging resistor 13 can be attached to the unit frame 15, and the unit switches and charging resistor units 14 and 24 are broken. It can be attached to and detached from the box 11, minimizing the dimension in the traveling direction of the vehicle, having vibration resistance required for a product to be attached to the railway vehicle, and being able to stand alone with the unit switch / charging resistance unit 14 and 24 alone. Although required, the unit switch and charging resistor units 14 and 24 can meet these requirements.

  In the first embodiment, the case where the two unit switches / charge resistance units 14 and 24 are provided has been described. However, the present invention is not limited to this, and the number of units can be appropriately determined as desired. Further, the number of the charging resistors 13 provided in one unit can be appropriately determined as desired.

(Embodiment 2)
Next, Embodiment 2 of the present invention will be described with reference to the drawings. FIG. 10 is a plan view schematically illustrating the internal configuration of the inverter device according to the second embodiment. FIG. 11 is a diagram schematically illustrating the state in which the inverter device according to the second embodiment is suspended under the floor of the vehicle body of the railway vehicle. It is. In the second embodiment, the same members as those described in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  As shown in FIGS. 10 and 11, the main difference between the railway vehicle drive system according to the second embodiment and the railway vehicle drive system according to the first embodiment is that the unit switch / charge resistance unit 14 is replaced with an inverter device. The inverter device 6 is disposed under the floor of the vehicle body 8 of the vehicle.

  As shown in FIGS. 10 and 11, the unit switch / charging resistor unit 14 disposed in the inverter device 6 according to the second embodiment is connected to the unit switch 4a on the high-voltage interface 50 side (vehicle center side) of the inverter device 6. 4b and the high-voltage interface 32 side of 4b are positioned and arranged vertically. The charging resistor 13 is disposed on the high-voltage interface 32 side of the unit switches 4a and 4b. Reference numeral 45 denotes a cooler.

  The position of the high-voltage interface 32 of the unit switches 4a and 4b is the same as in the first embodiment using a conductive member such as a conductor bar 33 (not shown in the second embodiment), and the high-voltage interface 32 is placed above the charging resistor 13. The position of the high voltage interface 32 is set as the position of the high voltage interface 34 of the unit switch / charging resistance unit 14. Thus, by providing the interface at a place where connection to the outside is easy, connection to the outside is possible even when the unit switch / charge resistance unit 14 is disposed in the inverter device 6.

  Similarly to the first embodiment, the unit switch / charging resistance unit 14 is detachably fixed at a predetermined position of the inverter device 6 by fixing the unit frame 15 to the casing of the inverter device 6.

  As described above, even when the unit switch / charging resistance unit 14 is arranged in the inverter device 6, the same requirements as in the first embodiment can be satisfied, the assembly and wiring work can be performed, and the size reduction can be achieved. The same effect can be acquired.

  In the second embodiment, the case where the unit switch / charge resistance unit 14 is arranged in the inverter device 6 has been described. However, the present invention is not limited to this, and the inverter device 6 includes the unit switch / charge resistance units 14 and 24, etc. A plurality of units can also be provided.

  Moreover, the railway vehicle main circuit device according to the present invention can be applied to devices other than the breaker box 11 and the inverter device 6 as desired.

DESCRIPTION OF SYMBOLS 1 ... Overhead wire, 2 ... Current collector, 3 ... High speed circuit breaker, 4a, 4b ... Unit switch, 5 ... Filter reactor, 6 ... Inverter device, 7 ... Induction motor, 8 ... Car body, 9 ... Wheel, 10 ... Rail DESCRIPTION OF SYMBOLS 11 ... Circuit breaker box, 12 ... Filter capacitor, 13 ... Charge resistance, 14, 24 ... Unit switch and charge resistance unit, 15 ... Unit frame, 30, 32, 34, 40, 50 ... High pressure interface, 31 ... Low pressure Interface: 33 ... Conductor bar, 36a, 36b ... Upper both sides of the rear side, 37a, 37b ... Both sides of the vehicle side side end, 45 ... Cooler, 100 ... Driving system for railway vehicles, 151 ... Bottom surface, 152 ... Back side, 153 …side

Claims (5)

A main circuit device for a railway vehicle disposed in a railway vehicle,
With multiple unit frames ,
Each of the plurality of unit frames accommodates a unit including a unit switch and a charging resistor ,
The unit switches is disposed vertically to the position where the side surface side of the railway vehicle, the charging resistance, Ri Na is arranged vertically on the back of the center side of the railway vehicle of the unit switch,
The low-voltage interface side of the unit switch is located on the side of the railway vehicle, the high-voltage interface side is located on the central side of the railway vehicle, and a conductive member is connected to the high-voltage interface that is hidden by the charging resistance of the unit switch. , Configured to guide the conductive member to the top of the charging resistance ,
Main circuit device for railway vehicles. Underfloor formed by suspended in claim 1 main circuit system for a railway vehicle according railcar. The unit frame in which the unit switch and the charging resistor are housed is arranged in a housing of the current breaker,
2. The railway according to claim 1, wherein the unit frame is detachably fixed to both sides of the railcar at the side of the railcar and the upper side of the center of the railcar at the lower part of the unit frame. Main circuit device for vehicles.   The main circuit device for a railway vehicle according to claim 1, wherein the unit frame in which the unit switch and the charging resistor are housed is disposed in a casing of the inverter device. 5. The railway vehicle according to claim 4 , wherein the unit frame is configured such that both sides on the side of the railway vehicle below the unit frame and both upper sides on the center side of the railway vehicle are detachably fixed to the casing of the inverter device. Main circuit device.

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