JP6510060B2 - Power converter for railway vehicles - Google Patents

Description

  Embodiments of the present invention relate to a power conversion device for railway vehicles.

  Conventionally, in an electric locomotive that pulls or promotes a passenger car or a freight car, an air conditioner mounted on the passenger car or freight car with a main power conversion device that supplies electric power to a motor for driving the electric locomotive The auxiliary power converter which supplies electric power to the accessory was mounted.

Unexamined-Japanese-Patent No. 2010-215013

  By the way, in the overhead wires for supplying electric power to the electric locomotive via a pantograph or the like through the current collectors, in order to smoothly transfer the electric locomotive between the overhead wires belonging to different power supply systems, There was a section that was a non-electric section that did not supply power.

When passing through this section, the power supply to the current collector is stopped, so for high-power accessories such as air conditioners, the power supply is temporarily stopped, and restart is included. And, a period which can not drive the accessory for about several tens of seconds was to occur.
Therefore, in the train operation, it has been a factor that prevents comfortable operation.

  This invention is made in view of the above, Comprising: It aims at providing the power converter device for rail vehicles which can continue the power supply to the auxiliary machine of high electric power even at the time of section passage.

The railway power converter according to the embodiment includes a transformer whose primary winding is electrically connected to an overhead wire through a current collector, and a secondary winding of the transformer, and a main power connected to a drive motor. A converter, an auxiliary power converter connected to the tertiary winding of the transformer, for supplying power to the driven accessory mounted on the railway vehicle, and a breaker for electrically interrupting the transformer and the overhead wire; A detector provided between the overhead wire and the interrupting device, which detects presence or absence of power supply from the overhead wire, and at least during passage of a non-electricity section where power is not supplied from the overhead wire based on the output of the detector. in, while disconnecting the transformer and the overhead line electrically by interrupting device, the main power converter, Bei example a control unit for the regenerative power of the driving motor via a transformer supplied to the auxiliary power converter, a , The main power converter The power conversion is performed by PWM control, and the control unit is a cut-off device to suppress the resonance phenomenon in the transformer that occurs due to the electrical natural frequency of the transformer and the carrier frequency of the converter. The carrier frequency in the PWM control at the time of the interruption is set higher than the carrier frequency in the PWM control at the time of the interruption of the interruption device.

Drawing 1 is an explanatory view of the train of the embodiment, and the overhead line state. FIG. 2 is a schematic configuration diagram of an electric system of the locomotive according to the first embodiment. FIG. 3 is a schematic block diagram of the main power converter. FIG. 4 is a detailed block diagram of a voltage signal generation unit that constitutes a part of the control unit. FIG. 5 is a functional block diagram of a control unit that functions as a converter control unit. FIG. 6 is a functional block diagram of a control unit that functions as an inverter control unit. FIG. 7 is an operation explanatory view of the first embodiment. FIG. 8 is an explanatory diagram of when a surge voltage is generated. FIG. 9 is an operation explanatory view of a modification of the embodiment. FIG. 10 is an explanatory diagram at the time of surge voltage generation according to the first modification. FIG. 11 is a detailed block diagram of a voltage signal generation unit that constitutes a part of the control unit in the second embodiment. FIG. 12 is a detailed block diagram of a control unit that functions as a converter control unit in the second embodiment. FIG. 13 is an operation explanatory view of the second embodiment. FIG. 14 is an operation explanatory view of the third embodiment.

Next, preferred embodiments will be described with reference to the drawings.
Drawing 1 is an explanatory view of the train of the embodiment, and the overhead line state.
The train 100 includes an electric locomotive (rail car) 101 and a passenger car (or freight car) 102 which is towed (or propelled from the rear) by the electric locomotive 101.

Here, the electric locomotive 101 includes a pantograph 12 to which AC power is supplied from an overhead wire (feed line) 11 and a wheel 14 grounded via a track 13.
Further, the overhead wire 11 is provided with two overhead wires 11A and 11B having different power supply systems, and a section (non-electricity zone [non-energized zone]) 11X for overhead wire switching is provided between the two overhead wires 11A and 11B. It is done.
In the above configuration, the electric locomotive 101 transmits and receives information such as control signals from ground equipment via the ground element ET provided on the line 13 side and the on-board child TT provided on the electric locomotive 101. The vehicle control device 21 performs control of the entire electric locomotive 101 by taking into consideration the acquired information. And, from the ground facility, prior to reaching the section 11X via the ground child ET and the on-vehicle TT, a notice to the effect that the section 11X will be reached is made (section arrival notice).

[1] First Embodiment FIG. 2 is a schematic diagram of an electric system of a locomotive according to a first embodiment.
As illustrated in FIG. 2, the electric locomotive 101 according to the embodiment is disconnected between the pantograph 12 to which AC power is supplied from the overhead wire 11 and the wheel 14 grounded via the line 13. The primary winding (primary coil) 16A of the transformer 15 and the transformer 16 is connected in series.

A plurality of secondary windings (secondary coils) 16B of a plurality of transformers 16 (N system in FIG. 2, N is an integer of 2 or more) 16 includes main power converters (denoted as CI in FIG. 2) 17 The drive motor 18 is connected via the motor 1 through 17 -N. In the present embodiment, this motor 18 can be used as a power source for supplying regenerative power as a generator at the time of coasting.
In the following description, the main power conversion devices 17-1 to 17-N will be referred to as the main power conversion device 17 when it is not necessary to identify them.

  Further, the corresponding sub power conversion devices 19A to 19D are connected to the plurality of (four systems in FIG. 2) tertiary windings (third coils) 16C of the transformer 16, respectively. Here, the sub power conversion device 19A and the sub power conversion device 19C (each denoted as APU in the figure) supply power to the accessory (vehicle electrical device) 20A and 20C mounted on the electric locomotive 101. doing. Further, the auxiliary power conversion device 19B and the auxiliary power conversion device 19D (denoted as LGU in the drawing) supply power to the auxiliary device (vehicle electrical device) 20B and the auxiliary device 20D mounted on the guest wheel 102.

  Between the pantograph 12 and the circuit breaker 15, a voltage detector (PT: Potential transformer) 27 for detecting an overhead wire voltage and outputting the detected overhead wire voltage to a control unit 23 described later is provided. Here, the voltage detector 27 functions as a detector that detects the presence or absence of the supply of power from the overhead wire 11.

In the above configuration, the circuit breaker 15 is controlled by the vehicle control device 21.
Further, under the control of the vehicle control device 21, the control unit 23 controls the main power conversion device 17 and the sub power conversion devices 19A to 19D.

  Further, each secondary winding 16B is provided with a current sensor 24B for detecting the current flowing through each secondary winding 16B. Similarly, each tertiary winding 16C is provided with a current sensor 24C for detecting the current flowing through each tertiary winding 16C.

FIG. 3 is a schematic block diagram of the main power converter.
Main power conversion device 17 roughly converts the AC power input from transformer 16 into DC power based on converter PWM control signal PWM1 during normal operation, and also converts converter PWM control signal during regenerative power supply operation. A converter (CNV) 31 which converts DC power input from an inverter 32 to be described later into AC power based on PWM1 and supplies the AC power to the transformer 16, and during normal operation is input from the converter 31 based on an inverter PWM control signal PWM2. The inverter converts the DC power into three-phase AC power and supplies it to the motor 18, and also converts the regenerative power (AC power) of the motor 18 into DC power based on the inverter PWM control signal PWM2 and supplies it to the converter 31 Between INV) 32 and converter 31 -inverter 32 A DC voltage sensor 33 for detecting the voltage of the outputted DC power, and a.

FIG. 4 is a detailed block diagram of a voltage signal generation unit that constitutes a part of the control unit.
In this case, the voltage signal generation unit 40 generates and outputs the voltage signal Vsv having the same phase and the same voltage (effective voltage) as the AC power input from the overhead wire 11 via the pantograph during normal traveling. At the same time, when the overhead wire voltage is lost by traveling through section (non-electricity section) 11X, voltage signal Vsv having the same phase and the same voltage (effective voltage) as the AC power input immediately before entering section 11X It generates as a virtual overhead line voltage signal and outputs it.

  The voltage signal generation unit 40 determines that power is not supplied from the overhead wire 11 when no overhead wire voltage is detected based on the overhead wire voltage detected by the voltage detector 27 for a predetermined threshold time or more, and a power failure detection signal Of the AC power supplied from the overhead wire 11 based on the power failure detection unit 41 that outputs the “H” level as “H” level (“1”) and the overhead wire voltage (variation of instantaneous voltage value) detected by the voltage detector 27 A power supply phase detection unit 42 for detecting, a power supply voltage calculation unit 43 for calculating an effective voltage of AC power supplied from the overhead wire 11 based on the overhead wire voltage detected by the voltage detector 27, and a power supply phase detection unit 42 A subtractor 44 that calculates the phase difference between the phase and the phase of a virtual overhead line voltage phase signal described later, a limiter 45 that limits the phase difference that is the output of the subtractor 44 within a predetermined range, and a virtual overhead line voltage generation unit described later Includes an adder 46 for adding the output of the limiter 45, the virtual trolley voltage phase signal θv that 1 is output.

  Subtractor 44, limiter 45, and adder 46 constitute a phase change rate limiter by a combination of these, and have a function of gradually bringing the value of virtual wire voltage phase signal θv closer to the output of power supply phase detection unit 42. ing. The set value of the voltage change rate limiter is set to a value (for example, 180 degrees / s) that can be followed without abnormality in the control of the accessory using the voltage signal Vsv. For example, in the case where the set value of the phase change rate limiter is set to 180 degrees / s, it is assumed that the processing of the voltage signal generation unit 40 is executed in a 1 ms cycle by a program or the like executed on a microcomputer. The limit value of may be set to 0.18 degrees (= 180 degrees / 1000 ms).

Further, voltage signal generation unit 40 determines a voltage difference which is an output of subtractor 47 and a subtractor 47 which calculates a voltage difference between the effective voltage calculated by power supply voltage operation unit 43 and a virtual overhead wire voltage value signal Vv described later. A limiter 48 for limiting within a range (for example, within 360 degrees) and an adder 49 for adding the output of the limiter 48 to the output of the power supply voltage calculation unit 43 are provided.
Subtractor 47, limiter 48, and adder 49 form a voltage change rate limiter by a combination of these, and have a function of gradually bringing the value of virtual wire voltage value signal Vv closer to the output of power supply voltage detection unit 43. ing. The set value of the voltage change rate limiter is set to a value (for example, 200 V / s) that can be followed without any abnormality in the control of the accessory using the voltage signal Vsv. For example, in the case where the set value of the voltage change rate limiter is set to 200 V / s, assuming that the processing of the voltage signal generation unit 40 is executed in a 1 ms cycle as a program executed on a microcomputer, The limit value may be 0.2 V (= 200 V / 1000 ms).

  Further, the voltage signal generation unit 40 receives the output of the adder 46 via one terminal T11 of the changeover switch 50, receives the output of the adder 49 via one terminal T21 of the changeover switch 52, and generates a virtual overhead line A virtual overhead wire voltage generation unit 51 that outputs a voltage value signal Vv, a virtual overhead wire voltage phase signal θv, and an overhead wire voltage signal Vsv is provided.

  Here, the virtual overhead wire voltage generation unit 51 is configured, for example, as a program executed on a microcomputer that sets the control input to the power supply phase value and the power supply voltage value (effective value). In the period during which it is determined that the power failure detection unit 41 is supplying power from the overhead wire 11, the virtual overhead wire voltage value signal Vv is the AC power supplied from the overhead wire 11 calculated by the power supply voltage operation unit 43. It has a value equal to the effective voltage value. Further, in the period in which the power failure detection unit 41 determines that the power is supplied from the overhead wire 11 in the virtual overhead wire voltage generation unit 51, the virtual overhead wire voltage phase signal θv is the AC power supplied from the overhead wire 11. It is equal to the phase value.

  Therefore, in the virtual overhead wire voltage generation unit 51, the overhead wire voltage signal Vsv output during the period in which the power failure detection unit 41 determines that power is supplied from the overhead wire 11 is the overhead wire calculated by the power supply voltage operation unit 43. The value is equal to the effective voltage value of the AC power supplied from 11.

  In other words, the voltage signal generation unit 40 is equivalent to the case where the effective operation is not performed, and the overhead wire voltage detected by the voltage detector 27 is output as the overhead wire voltage signal Vsv as it is.

Further, in the virtual overhead wire voltage generation unit 51, during the period in which the power failure detection unit 41 determines that power is not supplied from the overhead wire 11, the virtual power wire detection circuit 41 generates power from the overhead wire 11 for the virtual overhead wire voltage value signal Vv. Continues to output the virtual wire voltage value signal Vv immediately before it is determined that the power is not supplied, and the virtual wire voltage phase signal θv is a virtual signal immediately before the power failure detection unit 41 determines that power is not supplied from the wire 11 The overhead wire voltage phase signal θv continues to be output as it is.
Therefore, in the virtual overhead wire voltage generation unit 51, the overhead wire voltage signal Vsv output during the section passage is determined during the period in which the power failure detection unit 41 determines that power is not supplied from the overhead wire 11. It is to continue outputting a value equal to the effective voltage value of the alternating current power supplied from the overhead wire 11 immediately before it is determined that the power supply 41 is not supplying power from the overhead wire 11.

In the following, a period from the start of the period of regeneration preparation operation described later to the time when electric locomotive 101 passes through section 11X which is a non-electricity section where regenerative electric power is supplied to accessories 20A to 20D A period other than this regeneration processing period is called a non-regenerative processing period.
In the above configuration, the virtual overhead wire voltage generation unit 51 generates the virtual overhead wire voltage phase signal θv that is the same as the phase of the AC power supplied from the overhead wire 11 output from the power supply phase detection unit 42 during the non-regeneration processing period. The signal is output to the other terminal T12 of the subtractor 44 and the changeover switch 50.
Similarly, in the non-regeneration processing period, the virtual overhead wire voltage generation unit 51 outputs the virtual overhead wire voltage value signal Vv = 0 to the subtractor 47 and the other terminal T22 of the changeover switch 52.

As a result of these, in the non-effective regeneration processing period, the output of the adder 46 and the output of the adder 49 are input to the virtual overhead line voltage generation unit 51. Then, based on the outputs of the adder 46 and the adder 49, the virtual overhead line voltage generation unit 51 outputs an overhead line voltage signal Vsv that does not effectively affect control (= effectively zero).
At this time, virtual overhead wire voltage phase signal θv and virtual overhead wire voltage value signal Vv output from virtual overhead wire voltage generation unit 51 are each supplied with power supply phase detection unit 42 when limiter 45 and limiter 48 are not operating effectively. The phase of the AC power supplied from the overhead wire 11 detected by and the effective voltage of the AC power supplied from the overhead wire 11 calculated by the power supply voltage calculation unit 43 have the same value.

  Further, at the time of passage of the section 11X (due to power failure), the virtual overhead wire voltage generation unit 51 switches the changeover switch 50 to the terminal T12 side based on the power failure detection signal, and the changeover switch 52 It is switched to the T22 side. Therefore, the virtual overhead wire voltage phase signal θv and the virtual overhead wire voltage value signal Vv output by the self are input to the virtual overhead wire voltage generation unit 51.

  As a result, when passing through the section 11X (due to a power failure), the overhead wire output by the power supply phase detection unit 42 which has been input until immediately before the power failure detection unit 41 determined that power is not supplied from the overhead wire 11. An overhead wire having a phase corresponding to the same phase as the phase of the AC power supplied from 11 and the same voltage as the effective voltage of the AC power supplied from the overhead wire 11 calculated by the power supply voltage calculation unit 43 until just before It will continue to output the voltage signal Vsv.

FIG. 5 is a functional block diagram of a control unit that functions as a converter control unit.
The control unit 23 sets the DC voltage (DC link voltage) detected by the DC voltage sensor 33 to the DC link voltage command signal VdcRef based on the DC link voltage command signal VdcRef input from the vehicle control device 21 in the non-regenerative processing period. A converter current command signal IsRef is generated based on the DC link voltage control unit 61C for the converter 31 which outputs a DC link voltage control signal so as to be a corresponding voltage, the DC link voltage control signal, and the output of the power supply phase detection unit. And a converter current command generation unit 62 for outputting.

  Further, control unit 23 outputs a converter current control unit 63 which outputs a converter current control signal IsRef based on an output of current sensor 24 provided in secondary winding 16B and a converter current command signal, and an output of a power supply voltage operation unit. , An adder 64 for adding the output of the converter current control unit, an adder 65 for adding the overhead wire voltage signal Vsv output from the virtual voltage generation unit to the output signal of the adder 64, and a converter based on the output of the adder 65 And a converter PWM control unit 66 for outputting a PWM control signal PWM1 to the converter.

FIG. 6 is a functional block diagram of a control unit that functions as an inverter control unit.
The control unit 23 corresponds to the DC link voltage command signal VdcRef, the DC voltage (DC link voltage) detected by the DC voltage sensor 33 based on the DC link voltage command signal VdcRef input from the vehicle control device 21 during the regeneration processing period. A DC link voltage control unit 61I for the inverter 32 which outputs a DC link voltage control signal so as to obtain a predetermined voltage, and an addition unit 71 which adds a traction force command signal to the output of the DC link voltage control unit 61I and outputs the result. Have.

  Further, the control unit 23 generates an q-axis current command signal IqRef and a d-axis current command signal IdRef as an inverter current command signal based on the output of the adding unit 71, and the q-axis current An inverter current control unit 73 that outputs an inverter current control signal based on the command signal IqRef and the d-axis current command signal IdRef, and a PWM control unit that outputs an inverter PWM control signal PWM2 to the inverter based on the output of the inverter current control unit 73 74, and.

In the above configuration, in the non-regenerative processing period, the DC link voltage control unit 61C operates and the DC link voltage control unit 61I stops (output 0).
On the other hand, in the regeneration processing period, the DC link voltage control unit 61C stops (output 0), and the DC link voltage control unit 61I operates. At this time, the traction force command signal is set to be traction force = 0.

Subsequently, the operation of the first embodiment will be described.
FIG. 7 is an operation explanatory view of the first embodiment.
At time t1, prior to the timing when it is predicted to reach section 11X from the ground facility using the track circuit, the phase of the overhead wire voltage supplied to primary winding 16A and the voltage supplied to secondary winding 16B The phase is the same.

  Then, at time t1, when it is predicted to reach section 11X based on the section control signal from the ground facility via ground child ET and on-vehicle child TT (see FIG. 1), the converter current command signal (IsRef) The inverter current command signal (IqRef) controls the torque (motor torque) of the motor 18 to gradually decrease. That is, converter current command generation unit 62 of the converter performs control such that the DC side current (= DC link current) flowing from converter 31 to inverter 32 gradually becomes zero.

As a result, converter current command generation unit 62 performs control such that the DC side current (= DC link current) of the converter is substantially zero at time t2, and inverter current command generation unit 72 controls the inverter at time t2. Control is performed so that the three-phase alternating current flowing from the motor 32 to the motor 18 becomes substantially zero.
Then, at time t2, the control unit 23 shifts to the regeneration preparation operation to set the operation of the main power conversion device 17 to the regeneration operation mode. That is, at time t2, the non-regeneration processing period is shifted to the regeneration processing period.

  As a result, the DC link voltage control unit (inverter) 61I in the operating state performs control such that the alternating current of the converter 31 flowing from the converter 31 to the transformer 16 gradually increases. Further, the inverter current command generation unit 72 performs control such that the DC side current (= DC link current) which is a regenerative current generated by the motor 18 and output to the converter 31 gradually increases.

  Thereby, even when the locomotive 101 reaches the section 11X which is a non-conducting section, it becomes possible to supply the regenerative power of the motor 18 to the sub power conversion devices 19A to 19D via the transformer 16, and the sub power conversion device 19A to 19D are apparently ready to maintain a state in which power is continuously supplied from the overhead wire 11.

Then, at time t3 when the regeneration preparation operation is reliably completed, the circuit breaker 15 is brought into the open state (off state: cut-off state).
Therefore, during the period from time t3 to time t4, power is not supplied from the overhead wire 11 to the sub power conversion devices 19A to 19D through the pantograph 12 and the primary winding 16A of the transformer 16, but the main power conversion device 17 supplies the regenerative power of the motor 18 to the auxiliary power conversion devices 19A to 19D via the transformer 16. Therefore, the auxiliary power conversion devices 19A to 19D continue the power supply to the auxiliary devices 20A to 20D, and the auxiliary devices 20A to 20D continue the operation.

  On the other hand, in the period from time t3 to time t4, since the voltage detector 27 still detects the overhead line voltage, the power failure detection signal remains at the “0” level.

Then, at time t4, when the electric locomotive 101 reaches the section 11X which is a non-electric section, the voltage detector 27 can not detect the overhead line voltage, and the power failure detection signal transitions to the “1” level.
As a result, since the power failure detection signal has become “1” level, the changeover switch 50 is switched to the terminal T12 side. Further, the changeover switch 52 is switched to the terminal T22 side. Therefore, the virtual overhead wire voltage phase signal θV and the virtual overhead wire voltage value signal Vv output by the self are input to the virtual overhead wire voltage generation unit 51.

  As a result, in the virtual overhead wire voltage generation unit 51, the phase corresponding to the same phase as the phase of the AC power supplied from the overhead wire 11 output from the power supply phase detection unit 42 which has been input until just before The overhead wire voltage signal Vsv having the same voltage as the effective voltage of the AC power supplied from the overhead wire 11 computed by the power supply voltage computing unit 43 is continuously output to the PWM control unit 66 via the adder 65.

  At this time, since the output of converter current control portion 63 is zero, overhead wire voltage signal Vsv is effectively output to PWM control portion 66. Thereby, converter 31 sets the secondary winding 16B and tertiary winding 16C in the same manner (phase and voltage) as the state in which the regenerative power of motor 18 output from inverter 32 is supplied with power from overhead wire 11A. During the section 11X passage period (time t4 to time t5), the auxiliary devices 20A to 20D are supplied via the auxiliary power conversion devices 19A to 19D. Therefore, accessories 20A to 20D will continue to operate.

  Then, at time t5, when the electric locomotive 101 finishes passing through the section 11X and reaches the overhead wire 11B, the voltage detector 27 again detects the overhead wire voltage, and the power failure detection signal transitions to the “0” level. .

  At this time, as shown in FIG. 7, the phase and voltage of the AC power supplied from the overhead wire 11B are different from the phase and voltage of the AC power supplied from the overhead wire 11A. Therefore, control unit 23 keeps supplying the regenerative power of motor 18 from main power conversion device 17 to accessories 20A to 20D.

At this time, the outputs of the power supply phase detection unit 42 and the power supply voltage calculation unit 43 are input to the virtual overhead wire voltage generation unit 51 via the adder 46 and the adder 49 again. Therefore, the virtual overhead wire voltage generation unit 51 gradually brings the overhead wire voltage signal Vsv closer to the voltage waveform detected by the voltage detector 27. Then, the time when it is determined (= judged) that the phase of the regenerative power which is the AC-side power output from the converter 31 is equal to the phase and voltage of the AC power supplied from the overhead wire 11B is time t6. .
Therefore, when it is detected that the overhead wire voltage signal Vsv matches the voltage waveform detected by the voltage detector 27 at time t7, the control unit 23 puts the circuit breaker 15 in the closed state (on state) again.

  The converter current command generation unit 62 controls so that the current amount of the regenerative power output to the transformer 16 side gradually decreases by the converter current command signal (IsRef) and becomes zero. Further, the inverter current command generation unit 72 controls so that the amount of current of the regenerative power output to the converter 31 side gradually decreases and becomes zero by the inverter current command signal (IqRef, IdRef).

  As a result, converter current command generation unit 62 performs control such that the DC side current (= DC link current) of converter 31 becomes substantially zero at time t8 when the current due to the regenerative power of motor 18 becomes zero. Further, at time t8, inverter current command generation unit 72 performs control such that the DC side current of inverter 32 becomes substantially zero.

  Then, at time t8, the control unit 23 shifts the operation of the main power conversion device 17 from the regenerative operation mode to the normal operation mode. That is, control unit 23 supplies the power supplied from overhead wire 11 (overhead wire 11B) to secondary power conversion devices 19A to 19D through primary winding 16A and tertiary winding 16C of transformer 16, and secondary power conversion device 19A. A transition is made to a normal operation mode in which power is supplied to the corresponding accessories 20A to 20D through 19D.

  As described above, according to the first embodiment, even if the electric locomotive 101 passes through the section 11X, which is a non-electricity section, instead of the power supply from the overhead wire 11, it is used for driving Can be supplied to the auxiliary power conversion devices 19A to 19D and, consequently, to the accessories 20A to 20D through the inverter 32, the converter 31, the secondary winding 16B and the tertiary winding 16C of the transformer 16, respectively. . Therefore, it is possible to pass through the section 11X without stopping the operation of the accessory, and the return operation of a large power device such as an air conditioner as the accessory is also unnecessary, and a comfortable operation can be performed.

[2] Modifications of Embodiment [2.1] Modifications In the circuit shown in FIG. 2, the open state (off state: cut-off state) of the circuit breaker 15, ie, the primary winding 16A of the transformer 16 is open. When the main power conversion device 17 is operated, a large surge voltage may be generated in the primary winding 16A along with the switching operation.

FIG. 8 is an explanatory diagram of when a surge voltage is generated.
As shown in FIG. 8, when the PWM control waveform P1 is input, a large surge voltage P3 is generated with respect to the target output voltage waveform P2.
Therefore, in the present modification, in order to suppress the surge voltage P3, the carrier at the time of PWM waveform generation is different depending on whether the circuit breaker 15 is in the closed state (on state) or in the open state (off state). I'm changing the frequency.

The details will be described below.
FIG. 9 is an operation explanatory view of a modification of the embodiment.
At time t11, when it is predicted that the ground equipment will reach section 11X, the converter current command signal and the inverter current command signal control so that the torque (motor torque) of motor 18 gradually decreases. That is, converter current command generation unit 62 performs control such that the DC side current (= DC link current) flowing from converter 31 to inverter 32 gradually becomes zero.

  As a result, converter current command generation unit 62 performs control such that the DC side current of the converter (= DC link current) becomes substantially zero at time t12, and the inverter current command generation unit controls inverter 32 at time t12. The control is performed so that the three-phase AC current output to the motor 18 becomes substantially zero.

  Then, at time t12, the control unit 23 shifts to the regeneration preparation operation in order to set the operation of the main power conversion device 17 to the regeneration operation mode. That is, at time t12, the non-regenerative processing period is shifted to the regenerative processing period.

  At this time, if the electrical natural frequency of the transformer 16 and the carrier frequency of the converter 31 are close to each other, a resonance phenomenon may occur in the transformer 16 and a voltage larger than normal may be generated. In order to avoid this, converter current command generation unit 62 changes the carrier frequency used by PWM control unit 66 to a higher level than during normal operation (carrier frequency during regeneration operation> carrier frequency during normal operation). The DC link voltage control unit (inverter) 61I performs control such that the AC side current of the converter 31 flowing from the converter 31 to the transformer 16 gradually increases. Further, the inverter current command generation unit 72 performs control such that the DC side current (= DC link current) which is a regenerative current generated by the motor 18 and output to the converter 31 gradually increases.

  As described above, when the electrical natural frequency of the transformer 16 and the carrier frequency of the converter 31 are close values, resonance generated in the transformer 16 by using the carrier frequency during regeneration operation higher than the carrier frequency during normal operation. It is possible to suppress the generation of a large voltage due to the phenomenon, that is, the generation of a voltage P3 much larger than the output voltage waveform P1 of the transformer 16 as shown in FIG.

FIG. 10 is an explanatory diagram at the time of surge voltage generation according to the first modification.
As shown in FIG. 10, it can be seen that, even if the PWM control waveform P11 is input, the surge voltage P13 generated for the target output voltage waveform P2 is suppressed.

  Then, even when the locomotive 101 reaches the section 11X which is a non-electricity section, the regenerative power of the motor 18 is supplied to the sub power electronics devices 19A to 19D via the inverter 32, the converter 31 and the transformer 16. Therefore, in the sub power electronics devices 19A to 19D, apparently, preparation for maintaining the state in which power is continuously supplied from the overhead wire 11 is completed.

Then, at time t3 when the regeneration preparation operation is reliably completed, the circuit breaker 15 is brought into the open state (off state: cut-off state).
Therefore, in the period from time t13 to time t14, power supply from the overhead wire 11 to the sub power conversion devices 19A to 19D via the pantograph 12 and the primary winding 16A of the transformer 16 is not performed. However, the main power conversion device 17 supplies the regenerative power of the motor 18 to the sub power conversion devices 19A to 19D via the transformer 16. As a result, the auxiliary power conversion devices 19A to 19D continue the power supply to the auxiliary devices 20A to 20D, and the auxiliary devices 20A to 20D continue the operation.

  On the other hand, since the voltage detector 27 still detects the overhead wire voltage, the power failure detection signal remains at the “0” level in the period from time t13 to time t14.

Then, at time t14, when the electric locomotive 101 reaches the section 11X, which is a non-electricity section, the voltage detector 27 can not detect the overhead wire voltage, and the power failure detection signal transitions to the “1” level.
As a result, since the power failure detection signal has become “1” level, the changeover switch 50 is switched to the terminal T12 side. Further, the changeover switch 52 is switched to the terminal T22 side. Therefore, the virtual overhead wire voltage phase signal θV and the virtual overhead wire voltage value signal Vv output by the self are input to the virtual overhead wire voltage generation unit 51.

  As a result of these, the virtual overhead wire voltage generation unit 51 receives the phase corresponding to the same phase as the phase of the AC power supplied from the overhead wire 11 output from the power supply phase detection unit 42 that has been input until just before The overhead wire voltage signal Vsv having the same voltage as the effective voltage of the AC power supplied from the overhead wire 11 computed by the power supply voltage computing unit 43 is continuously output to the PWM control unit 66 via the adder 65.

  At this time, since the output of converter current control portion 63 is zero, overhead wire voltage signal Vsv is effectively output to PWM control portion 66. That is, converter 31 sets secondary winding 16B and tertiary winding 16C as the regenerative power of motor 18 output from inverter 32 (phase and voltage) as in the state where power supply is received from overhead wire 11A. During the section 11X passage period (time t14 to time t15), the auxiliary power converters 19A to 19D are supplied to the auxiliary machines 20A to 20D to continue the operation.

  Then, at time t15, when the electric locomotive 101 finishes passing through the section 11X and reaches the overhead wire 11B, the voltage detector 27 again detects the overhead wire voltage, and the power failure detection signal transitions to the “0” level. .

  At this time, as shown in FIG. 10, the phase and voltage of the AC power supplied from the overhead wire 11B are different from the phase and voltage of the AC power supplied from the overhead wire 11A. Therefore, control unit 23 keeps supplying the regenerative power of motor 18 from main power conversion device 17 to accessories 20A to 20D.

At this time, the outputs of the power supply phase detection unit and the power supply voltage calculation unit are again input to the virtual overhead wire voltage generation unit 51 via the adder 46 and the adder 49, and the overhead wire voltage signal Vsv is gradually It approaches the voltage waveform detected by the voltage detector 27. Then, a time at which it is determined (= judged) that the phase of the regenerative power which is the AC-side power output from the converter 31 is equal to the phase and voltage of the AC power supplied from the overhead wire 11B is time t16. .
Therefore, when it is detected that the overhead wire voltage signal Vsv effectively matches the voltage waveform detected by the voltage detector 27 at time t17, the control unit 23 puts the circuit breaker 15 in the closed state (on state) again.

  The converter current command generation unit 62 controls so that the current amount of the regenerative power output to the transformer 16 side gradually decreases by the converter current command signal and becomes zero, and the inverter current command generation unit 72 controls the INV current It controls so that the electric current amount of the regenerated electric power currently output to the converter 31 side may reduce gradually by a command signal, and it may become zero.

  As a result, converter current command generation unit 62 performs control such that the output current of converter 31 (= DC link current) becomes substantially zero at time t8 when the current due to the regenerative power of motor 18 becomes zero. At time t18, current command generation unit 72 performs control such that the output current of inverter 32 becomes substantially zero.

Then, at time t18, the control unit 23 shifts the operation of the main power conversion device 17 from the regenerative operation mode to the normal operation mode.
At this stage, since the circuit breaker 15 is already in the closed state (on state), the carrier frequency used by the PWM control unit 66 and the carrier frequency used by the PWM control unit 74 are lowered to the carrier frequency during normal operation again. From the regenerative operation mode, the operation of the converter 17 is supplied to the auxiliary power converters 19A to 19D via the primary winding 16A and the tertiary winding 16C of the transformer 16 with the power supplied from the overhead wire 11 (the overhead wire 11B) A transition is made to a normal operation mode in which the auxiliary power conversion devices 19A to 19D supply power to the corresponding accessories 20A to 20D.

  As described above, according to the first modification of the embodiment, in addition to the effects of the embodiment, the generation of the surge voltage can be suppressed, and the accessory can be operated more stably.

[2.2] Other Modifications Although the two main power conversion devices are described as being mounted on the same electric locomotive 101 in the above description, they are separately mounted on a plurality of electric locomotives 101. Configuration is also possible.
The same applies to the case of mounting three or more main power converters.
Furthermore, in the case where a plurality of main power conversion devices are mounted, the supply of regenerative power to the auxiliary equipment is made to be performed by at least one of the plurality of main power conversion devices. May be

  In addition, a speed detection unit for detecting the traveling speed of the railway vehicle is provided, and when the traveling speed of the railway vehicle at the time of passage of the powerless section is less than a predetermined traveling speed, The supply of regenerative power of the drive motor may be prohibited. Thereby, it is possible to prevent the speed of the railway vehicle from being reduced more than necessary in the coasting section which is the coasting state.

[3] Second Embodiment The second embodiment is different from the first embodiment in that, in the case where a slide in which wheels are slipped during regenerative operation in a non-electricity section is detected, the slide is suppressed to ensure the regenerative operation. It is a point that is

  When the control of the first embodiment described above is performed, the vehicle is braked by the regeneration operation, but the power consumption of the auxiliary power supply, the guest car power supply, etc. is high and the braking force is strong. If the adhesion coefficient between the rail and the wheel is getting smaller, the sliding state may occur.

In such a sliding state, not only the rails and wheels are damaged, but also the required regenerative power (regenerative energy) can not be obtained.
Therefore, in the second embodiment, the regenerating operation is efficiently performed while the sliding state is suppressed.

The details will be described below.
FIG. 11 is a detailed block diagram of a voltage signal generation unit that constitutes a part of the control unit in the second embodiment.
In FIG. 11, the same parts as in FIG. 4 are given the same reference numerals.
The voltage signal generation unit 40 according to the second embodiment differs from the voltage signal generation unit 40 according to the first embodiment in that the sliding detection unit 71 detects whether or not the sliding state is in accordance with the output of the motor 18; This is a point provided with a power control unit 72 that limits the overhead wire voltage signal Vsv when the sliding detection unit 71 detects a sliding state, and outputs a sliding overhead voltage signal Vsv '(<Vsv).

FIG. 12 is a detailed block diagram of a control unit that functions as a converter control unit in the second embodiment.
12 differs from FIG. 5 in that the adder 65 adds the overhead line voltage signal Vsv output from the power control unit 72 or the sliding overhead line voltage signal Vsv ′ to the output signal of the adder 64.

Subsequently, the operation of the second embodiment will be described.
In the following description, in the case where two main power conversion devices are provided (N = 2), that is, it is assumed that main power conversion devices 17-1 to 17-2 are provided for easy understanding. Only the operation in a period (time t3 to time t7 in FIG. 2) in which the container 15 is in the open state (off state: cut-off state) will be described.
Further, in the second embodiment, a case where sliding is detected by the wheel 14 corresponding to the motor 18-1 on the main power conversion device 17-1 side will be described.

FIG. 13 is an operation explanatory view of the second embodiment.
In a period in which the circuit breaker 15 is in the open state (off state: shut off state), as shown at time t21, the sliding is detected by the sliding detection unit 71 corresponding to the motor 18-1 on the main power conversion device 17-1 side. If detected, the power control unit 72 on the main power conversion device 17-1 side limits the virtual overhead line voltage Vsv to set the sliding virtual line voltage Vsv '(<Vsv) to the main power conversion device 17-1 side. It outputs to the adder 65.
Thereby, on the main power conversion device 17-1 side, the adder 65 adds the gliding virtual overhead line voltage Vsv 'output by the power control unit 72 to the output signal of the adder 64 on the main power conversion device 17-1 side. Do.

  As a result, at time t21, the virtual overhead wire voltage generation unit 51 outputs the phase corresponding to the same phase as the phase of the AC power supplied from the overhead wire 11 output from the power supply phase detection unit 42 which has been input until immediately before The power supply voltage calculation unit 43 which has been input stops outputting the wire voltage signal Vsv having the same voltage as the effective voltage of the AC power supplied from the wire 11 calculated, and is lower than the voltage wire voltage signal Vsv The overhead wire voltage signal Vsv ′ having a voltage is output to the PWM control unit 66 through the adder 65.

  As a result, the regenerative power of converter 31 (shown as CNV1 in FIG. 13) on the main power conversion device 17-1 side decreases, and the inverter on the power conversion device 17-1 side (FIG. 13) During the period, the regenerative output of INV1 decreases, the torque of the motor 18 decreases, and the sliding state converges (i.e., the side on which the sliding is reattached).

  On the other hand, the regenerative power of converter 31 (denoted as CNV2 in FIG. 13) on the side of main power conversion device 17-2 compensates for the decrease in the regenerative power of converter 31 (CNV1) on the side of main power conversion device 17-1. To increase the regenerative power. The regenerative output of the inverter (denoted as INV2 in FIG. 13) of the power conversion device 17-2 increases as the regenerative power increases.

  Thus, the pair of converters 31 on the main power conversion device 17-1 side and the main power conversion device 17-2 side is the main power conversion device 17-1 side and the pair of inverters 32 on the main power conversion device 17-2 side. The regenerative power of the motor 18 that is being output is the same as the state in which the power supply is received from the overhead wire 11A as a total (phase and voltage), through the secondary winding 16B and the tertiary winding 16C, the section 11X passage period Medium (time t4 to time t5), supplied to the auxiliary machines 20A to 20D through the auxiliary power conversion devices 19A to 19D. Therefore, accessories 20A to 20D will continue to operate.

  Then, as shown at time t22, the sliding state disappears, and the power control unit 72 on the main power conversion device 17-1 side converts the virtual overhead line voltage Vsv back to the power conversion device 17-in place of the virtual overhead line voltage Vsv '. Since the data is output to the 1-side adder 65, the main power conversion device 17-1 and the main power conversion device 17-2 will return to the same state as before time t21.

As described above, according to the second embodiment, in the power conversion device in the driven state, power supply to the auxiliary machines 20A to 20D can be continued while suppressing sliding, so that rails and wheels can be used. Necessary regenerative power (regenerative energy) can be obtained without causing pain.
In the above description, although the case was described in which the number of the main power conversion devices 17 was two, the present invention is equally applicable to three or more.

[4] Third Embodiment Next, the electric system of the locomotive according to the third embodiment will be described with reference to FIG. 2 again.
The difference between the third embodiment and the second embodiment is that when the wheels corresponding to the main power conversion device in the driven state are in the sliding state, the main power conversion device in the standby state (non-driven state) It is a point which suppressed the sliding state by driving.
In the following description, in the case where three main power conversion devices are provided (N = 3), that is, main power conversion devices 17-1 to 17-3 are provided for simplification of the description, Only the operation in a period (from time t3 to time t7 in FIG. 2) in which the circuit breaker 15 is in the open state (off state: cut-off state) will be described.
In the third embodiment, it is assumed that the two main power conversion devices 17-1 and 17-2 (see FIG. 2) are in the driving state, and one main power conversion device 17-3 is in the standby state. The case where sliding is detected by the wheel 14 corresponding to the motor 18-1 on the main power conversion device 17-1 side will be described as being the case of FIG.

  Here, when the main power conversion device 17-1 and the main power conversion device 17-2 operate normally without being affected by the sliding state, the power conversion operation of the main power conversion device 17-3 is It does not go, it shall be in the waiting state. Note that it is optional whether one or two of the three main power conversion devices are to be used as the main power conversion device in the standby state, for example, in order to make the frequency of use uniform, the main states in the standby state It is possible to make it a power converter.

Subsequently, the operation of the third embodiment will be described.
Also in the following description, for ease of understanding, only the operation in a period (from time t3 to time t7 in FIG. 2) in which the circuit breaker 15 is in the open state (off state: cut off) will be described. Further, in the third embodiment, in the initial state, the two main power conversion devices 17-1 and 17-2 (see FIG. 2) operate as one main power conversion device as a pair. I assume.

FIG. 14 is an operation explanatory view of the third embodiment.
In a period in which the circuit breaker 15 is in the open state (off state: shut off state), as shown at time t31, the sliding is detected by the sliding detection unit 71 corresponding to the motor 18-1 on the main power conversion device 17-1 side. If detected, the power control unit 72 on the main power conversion device 17-1 side limits the virtual overhead line voltage Vsv to set the sliding virtual line voltage Vsv '(<Vsv) to the main power conversion device 17-1 side. It outputs to the adder 65.

  Thereby, on the main power conversion device 17-1 side, the adder 65 adds the gliding virtual overhead line voltage Vsv 'output by the power control unit 72 to the output signal of the adder 64 on the main power conversion device 17-1 side. Do.

  Thus, at time t31, the virtual overhead wire voltage generation unit 51 receives the phase corresponding to the same phase as the phase of the AC power supplied from the overhead wire 11 output from the power supply phase detection unit 42 that has been input until immediately before Stop outputting the same voltage voltage wire Vsv that is the same as the effective voltage of the AC power supplied from the wire 11 calculated by the power supply voltage calculation unit 43 that has been input, and set a voltage lower than the voltage voltage wire voltage signal Vsv The overhead wire voltage signal Vsv 'is output to the PWM control unit 66 through the adder 65.

  As a result, the regenerative power of converter 31 (shown as CNV1 in FIG. 14) on the main power conversion device 17-1 side decreases, and the inverter on the power conversion device 17-1 side (FIG. In the middle, the regenerative output of “INV1” is reduced, the torque of the motor 18 is reduced, and the sliding state is converged.

  On the other hand, the regenerative power of converter 31 (denoted as CNV2 in FIG. 13) on the side of main power conversion device 17-2 compensates for the decrease in the regenerative power of converter 31 (CNV1) on the side of main power conversion device 17-1. To increase the regenerative power. The regenerative output of the inverter (denoted as INV2 in FIG. 13) of the power conversion device 17-2 increases as the regenerative power increases.

  Thus, the pair of converters 31 on the main power conversion device 17-1 side and the main power conversion device 17-2 side is the main power conversion device 17-1 side and the pair of inverters 32 on the main power conversion device 17-2 side. The regenerative power of the motor 18 that is being output is the same as the state in which the power supply is received from the overhead wire 11A as a total (phase and voltage), through the secondary winding 16B and the tertiary winding 16C, the section 11X passage period Medium (time t4 to time t5), supplied to the auxiliary machines 20A to 20D through the auxiliary power conversion devices 19A to 19D. Therefore, accessories 20A to 20D will continue to operate.

  However, as shown at time t32, in a state where sliding is detected by the sliding detection unit 71 corresponding to the motor 18-1 on the main power conversion device 17-1 side, on the main power conversion device 17-2 side, When sliding is detected by the sliding detection unit 71 corresponding to the motor 18-1, the power control unit 72 on the main power conversion device 17-2 side limits the virtual overhead line voltage Vsv to generate the virtual overhead line voltage Vsv 'during sliding. It outputs (<Vsv) to the adder 65 on the main power conversion device 17-2 side.

  As a result, also on the main power conversion device 17-2, the adder 65 outputs the gliding virtual overhead line voltage Vsv 'output by the power control unit 72 to the output signal of the adder 64 on the main power conversion device 17-2 side. to add.

  Thereby, at time t32, the virtual overhead wire voltage generation unit 51 receives the phase corresponding to the same phase as the phase of the AC power supplied from the overhead wire 11 output from the power supply phase detection unit 42 which has been input until just before The power supply voltage calculation unit 43 stops outputting the wire voltage signal Vsv having the same voltage as the effective voltage of the AC power supplied from the wire 11 calculated, and is lower than the voltage of the wire voltage signal Vsv The overhead wire voltage signal Vsv ′ having a voltage is output to the PWM control unit 66 through the adder 65.

  As a result, the regenerative power of the converter 31 (denoted as CNV2 in FIG. 14) on the main power conversion device 17-2 side decreases, and the inverter on the power conversion device 17-2 side (FIG. In the middle, the regenerative output of “INV2” is reduced, the torque of the motor 18 is reduced, and the sliding state is converged.

  The regenerative power of converter 31 (denoted as CNV3 in FIG. 14) on the side of main power conversion device 17-3 corresponds to the decrease in the regenerative power of converter 31 (CNV1) on the side of main power conversion device 17-1. The output of the regenerative power is started to increase the regenerative power so as to compensate for the decrease in the regenerative power of the converter 31 (CNV1) on the power conversion device 17-1 side. With the increase of the regenerative power, the regenerative output of the inverter (denoted as INV3 in FIG. 14) of the power conversion device 17-3 increases.

  Thereby, the three converters 31 of the main power conversion device 17-1, the main power conversion device 17-2, and the main power conversion device 17-3 are the main power conversion device 17-1 side and the main power conversion device 17-2 side. And the regenerative power of the motor 18 outputted by the three inverters 32 of the main power conversion device 17-3 as a total (phase and voltage) as in the state where the electric power supply is received from the overhead wire 11A as a total. During the section 11X passage period (time t4 to time t5), the auxiliary devices 20A to 20D are supplied via the auxiliary power conversion devices 19A to 19D via the 16B and the tertiary winding 16C. Therefore, accessories 20A to 20D will continue to operate.

  Then, as shown at time t33, when the sliding state of the wheels corresponding to the motor 18-1 on the main power conversion device 17-1 side disappears, the power control unit 72 on the main power conversion device 17-1 side Since the overhead wire voltage signal Vsv is output again to the adder 65 on the power conversion device 17-1 side instead of the signal Vsv ′, the converter 31 (denoted as CNV3 in FIG. 14) on the main power conversion device 17-3 side The regenerative power decreases the regenerative power so as to compensate for the decrease in the regenerative power of the converter 31 (CNV1) on the main power conversion device 17-1 side. Along with the decrease of the regenerative power, the regenerative output of the inverter (denoted as INV3 in FIG. 14) of the power conversion device 17-3 also decreases.

  Thereby, the three converters 31 of the main power conversion device 17-1, the main power conversion device 17-2, and the main power conversion device 17-3 are the main power conversion device 17-1 side and the main power conversion device 17-2 side. And the regenerative power of the motor 18 outputted by the three inverters 32 of the main power conversion device 17-3 is again as total (phase and voltage) as in the state where the electric power supply is received from the overhead wire 11A as a total. During the section 11X passage period (time t4 to time t5), the auxiliary devices 20A to 20D are supplied via the auxiliary power conversion devices 19A to 19D via the line 16B and the tertiary winding 16C. Therefore, accessories 20A to 20D will continue to operate.

  Then, as shown at time t34, when the sliding state of the wheel corresponding to the motor 18-1 on the main power conversion device 17-1 side disappears, the power control unit 72 on the main power conversion device 17-3 side Since the overhead wire voltage signal Vsv is output again to the adder 65 on the power conversion device 17-3 side instead of the signal Vsv ', the main power conversion device 17-1, the main power conversion device 17-2, and the main power conversion device 17 -1 operates so as to equalize the regenerative power supply ratio.

  This is because if the state is restored to the same state as before time t31, the load is too large with only the pair of main power conversion devices, and there is a risk of shifting to the sliding state again. It is.

As described above, according to the third embodiment, in the railway vehicle provided with the three main power conversion devices 17, the power supply to the auxiliary machines 20A to 20D can be continued while the sliding is suppressed. Therefore, it is possible to obtain necessary regenerative power (regenerative energy) without damaging the rails and wheels, and to suppress transition to the sliding state again in the same non-electricity section.
In the above description, three main power converters are used, but even in the case of a railway vehicle provided with two main power converters, only one of the main power converters is driven. When it is detected that the wheel corresponding to the main power conversion device has slipped in the running state, the main power conversion device in the other non-driven state is driven to suppress slippage, and to the auxiliary machine. It is also possible to continue the power supply.
Similarly, even if the number of main power converters 17 is four or more, the same application is possible. In this case, in the case where there are a plurality of main power conversion devices 17 in the non-driven state, it is arbitrary whether or not any one or more main power conversion devices 17 are shifted to the driven state.

  In the above description, although the case where one primary winding 16A of one transformer 16 is electrically connected to the ground side of the circuit breaker has been described, a plurality of primary windings of a plurality of transformers are described. The same applies to the case where is connected electrically to the ground side of the circuit breaker.

  While certain embodiments of the present invention have been described, these embodiments have been presented by way of example only, and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and modifications can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and the gist of the invention, and are included in the invention described in the claims and the equivalent scope thereof.

Claims (11)

A transformer in which a primary winding is electrically connected to an overhead wire through a current collector;
A main power converter connected to the secondary winding of the transformer and connected to a drive motor;
An auxiliary power conversion device connected to a tertiary winding of the transformer, for supplying power to a driven accessory mounted on a railway vehicle;
A breaker for electrically disconnecting the transformer and the overhead wire;
A detector provided between the overhead wire and the shutoff device for detecting the presence or absence of supply of power from the overhead wire;
The main power conversion in a state in which the transformer and the overhead wire are electrically disconnected by the interrupting device during a passage period of a non-electricity section where power supply from the overhead wire is not performed at least based on the output of the detector. A control unit which causes the apparatus to supply the regenerative power of the drive motor to the auxiliary power converter via the transformer;
Bei to give a,
The main power converter includes a converter, and performs power conversion by PWM control,
The control unit controls the carrier frequency in the PWM control at the time of cutoff of the cutoff device in order to suppress the resonance phenomenon generated in the transformer due to the electrical natural frequency of the transformer and the carrier frequency of the converter. Is set higher than the carrier frequency in the PWM control at the time of non-shutoff of the breaker.
Power converter for railway vehicles. A transformer in which a primary winding is electrically connected to an overhead wire through a current collector;
A main power converter connected to the secondary winding of the transformer and connected to a drive motor;
An auxiliary power conversion device connected to a tertiary winding of the transformer, for supplying power to a driven accessory mounted on a railway vehicle;
A breaker for electrically disconnecting the transformer and the overhead wire;
A detector provided between the overhead wire and the shutoff device for detecting the presence or absence of supply of power from the overhead wire;
The main power conversion in a state in which the transformer and the overhead wire are electrically disconnected by the interrupting device during a passage period of a non-electricity section where power supply from the overhead wire is not performed at least based on the output of the detector. A control unit which causes the apparatus to supply the regenerative power of the drive motor to the auxiliary power converter via the transformer;
A speed detection unit that detects a traveling speed of the railway vehicle;
The control unit prohibits the supply of the regenerative electric power of the drive motor to the auxiliary power conversion device through the transformer when the traveling speed of the railway vehicle at the time of passage of the static zone is less than a predetermined traveling speed. ,
Power converter for railway vehicles. A power state detection unit configured to detect a voltage and a phase of power supplied from the overhead wire;
The control unit controls the main power conversion device such that a voltage and a phase of power supplied to the secondary power conversion device during the passage period of the powerless section become the voltage and the phase detected by the power state detection unit. Control,
The power converter for railway vehicles according to claim 1 or 2 . The power state detection unit is electrically connected between the current collector and the breaker.
The power converter for railway vehicles according to claim 3 . The control unit, when the notification of entry advance to the non-electricity section is input, the control power of the drive motor from the regenerative power of the drive motor before the railway vehicle equipped with the power conversion device for railway vehicle enters the non-electricity area. Start supply to the auxiliary power converter via a transformer;
The power converter for railway vehicles according to any one of claims 1 to 4 . The control unit is configured such that the voltage and the phase of the regenerative power are supplied from the other overhead wire detected by the power state detection unit in a state where the transformer and the overhead wire are electrically disconnected by the blocking device. The main power conversion device is controlled to have a voltage and a phase, and the voltage and the phase of the regenerative power can be considered to be equal to the voltage and the phase of the power supplied from the other overhead wire. Release the blocking status of the blocking device,
The power converter for railway vehicles according to claim 3 or 4 . A plurality of main power converters are provided,
The supply of the regenerative power is performed by at least one of the plurality of main power converters.
The power converter for railway vehicles according to any one of claims 1 to 6. Comprising a plurality of said transformers,
A plurality of primary windings of the transformer are connected to the overhead wire through the blocking device,
The power converter for railway vehicles according to any one of claims 1 to 7. A transformer in which a primary winding is electrically connected to an overhead wire through a current collector;
A plurality of main power converters connected to the secondary winding of the transformer and respectively connected to drive motors for driving the wheels;
A plurality of slide detection units provided in association with the plurality of main power conversion devices and detecting a slide state of the wheel;
An auxiliary power converter connected to a tertiary winding of the transformer and supplying power to an auxiliary machine or a group of auxiliary machines mounted on a railway vehicle to be driven;
A breaker for electrically disconnecting the transformer and the overhead wire;
In the state where the transformer and the overhead wire are electrically disconnected by the blocking device at the time of passing a non-electricity section provided between the overhead wire and another overhead wire, the main power conversion device is driven by the driving motor. A control unit that boosts the regenerative power of the power supply through the transformer and supplies the boosted power to the secondary power conversion device;
The control unit sets the regenerative power of the main power conversion device whose sliding is detected by the sliding detection unit to be lower than that before the sliding detection.
The reduction of the regenerative power is additionally supplied to another main power conversion device in which the slide is not detected by the slide detection unit,
Power converter for railway vehicles. A plurality of the main power conversion devices are provided, and at least one of the main power conversion devices is in a state where the sliding state is not detected by all the sliding detection units corresponding to the other main power conversion devices. It is considered as a spare main power converter which stops supply of regenerative power to the sub power converter,
The power converter for railway vehicles according to claim 9 . In the spare main power conversion device, after all of the slide detection units corresponding to the other main power conversion devices detect the sliding state, the auxiliary power of the regenerated power is at least passed through the non-electricity section. Continue to supply the converter,
The power converter for railway vehicles according to claim 10 .

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