JP6851502B2 - Power conversion system for railway vehicles - Google Patents

Power conversion system for railway vehicles Download PDF

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JP6851502B2
JP6851502B2 JP2019559495A JP2019559495A JP6851502B2 JP 6851502 B2 JP6851502 B2 JP 6851502B2 JP 2019559495 A JP2019559495 A JP 2019559495A JP 2019559495 A JP2019559495 A JP 2019559495A JP 6851502 B2 JP6851502 B2 JP 6851502B2
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power
electric
storage device
power conversion
voltage
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JPWO2019116499A1 (en
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達也 兵頭
達也 兵頭
千代 上林
千代 上林
吉田　幸弘
幸弘 吉田
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Mitsubishi Electric Corp
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/66—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal
    • H02M7/68—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters
    • H02M7/72—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/79—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/797—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output with possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/16—Dynamic electric regenerative braking for vehicles comprising converters between the power source and the motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0068—Battery or charger load switching, e.g. concurrent charging and load supply
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1438—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in combination with power supplies for loads other than batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1446—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in response to parameters of a vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/16—Regulation of the charging current or voltage by variation of field
    • H02J7/24—Regulation of the charging current or voltage by variation of field using discharge tubes or semiconductor devices
    • H02J7/2434—Regulation of the charging current or voltage by variation of field using discharge tubes or semiconductor devices with pulse modulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/20—Inrush current reduction, i.e. avoiding high currents when connecting the battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H9/00—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection
    • H02H9/001—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection limiting speed of change of electric quantities, e.g. soft switching on or off
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Description

この発明は、回生電力によって蓄電装置を充電する鉄道車両用電力変換システムに関する。 The present invention relates to a power conversion system for railway vehicles that charges a power storage device with regenerative power.

直流電化区間を走行する電気鉄道車両に蓄電装置を搭載し、回生ブレーキ動作によって生じる回生電力を蓄電装置に蓄え、蓄電装置に蓄えられた電力を力行時に利用することで、エネルギー効率を向上させることができる。この場合、電気鉄道車両に搭載される電力変換装置は、架線から供給される電力を変換して電動機を駆動するインバータ、および、回生電力を変換して蓄電装置に供給するコンバータとして動作する。 To improve energy efficiency by installing a power storage device on an electric railroad vehicle traveling in a DC electrified section, storing the regenerative power generated by the regenerative braking operation in the power storage device, and using the power stored in the power storage device during power running. Can be done. In this case, the electric power converter mounted on the electric railway vehicle operates as an inverter that converts the electric power supplied from the overhead wire to drive the electric motor, and a converter that converts the regenerative electric power and supplies it to the power storage device.

特許文献１に開示される鉄道車両の駆動装置は、回生時には、誘導電動機を発電機として動作させる。誘導電動機で発生した交流電力はインバータ装置にて直流電力に変換され、蓄電装置に充電される。 The drive device for a railway vehicle disclosed in Patent Document 1 operates an induction motor as a generator at the time of regeneration. The AC power generated by the induction motor is converted into DC power by the inverter device and charged in the power storage device.

特開２０１３−２１１９６４号公報Japanese Unexamined Patent Publication No. 2013-21964

電気鉄道車両に搭載される電力変換装置において、インバータとして動作する際の入力側に設けられるフィルタコンデンサは、架線電圧と同程度の高電圧である。架線電圧と蓄電装置の電圧との差があり、フィルタコンデンサが架線電圧と同程度の高電圧である状態で、回生電力を用いて蓄電装置を充電すると、蓄電装置に過電流が流れてしまう。過電流を抑制するためにフィルタコンデンサを放電する放電回路を別途設けると、電力変換装置の構造が複雑化してしまう。 In the power conversion device mounted on an electric railway vehicle, the filter capacitor provided on the input side when operating as an inverter has a high voltage comparable to the overhead line voltage. If there is a difference between the overhead wire voltage and the voltage of the power storage device and the power storage device is charged using regenerative power while the filter capacitor is as high as the overhead wire voltage, an overcurrent will flow in the power storage device. If a discharge circuit for discharging the filter capacitor is separately provided in order to suppress the overcurrent, the structure of the power conversion device becomes complicated.

本発明は上述の事情に鑑みてなされたものであり、構造を複雑化することなく、回生電力で蓄電装置を充電する際に蓄電装置に過電流が流れることを抑制することが目的である。 The present invention has been made in view of the above circumstances, and an object of the present invention is to suppress an overcurrent from flowing through the power storage device when charging the power storage device with regenerative power without complicating the structure.

上記目的を達成するために、本発明の鉄道車両用電力変換システムは、電力変換部、フィルタコンデンサ、高速度遮断器、電路切替部、蓄電装置、蓄電装置用遮断器、および制御部を備える。電力変換部は、一次側から供給される電力を変換し、変換した電力を二次側に接続される電動機に供給し、または、電動機から供給される電力を変換し、変換した電力を一次側に供給する。フィルタコンデンサは、電力変換部の一次側に接続される。高速度遮断器は、直流電源と電力変換部との間の電路を開閉する。電路切替部は、高速度遮断器と電力変換部との間に設けられ、高速度遮断器と電力変換部との間の電路の切替または開放を行う。蓄電装置の正極端子は、高速度遮断器および電路切替部の接続点に接続される。蓄電装置の負極端子は、電力変換部の一次側の負極端子に接続される。蓄電装置用遮断器は、蓄電装置の正極端子と、高速度遮断器および電路切替部の接続点との間に設けられる。制御部は、高速度遮断器、電路切替部、蓄電装置用遮断器、および、電力変換部を制御する。電路切替部は、抵抗を含む第１電路および抵抗を含まない第２電路の切替を行う。高速度遮断器が投入され、電路切替部の第２電路を通って電力変換部に電力が供給されていて、蓄電装置用遮断器が開放され、力行指令が入力されている状態から、該力行指令が入力されなくなった場合、制御部は、フィルタコンデンサの電圧を低減させる電圧平衡制御を行う。電圧平衡制御において、制御部は、高速度遮断器を開放した後に、蓄電装置用遮断機を投入し、電路切替部、および電力変換部を制御する。電圧平衡制御によって、フィルタコンデンサの電圧と蓄電装置の電圧との差が閾値電圧以下になった場合に、制御部は、電路切替部を制御して第２電路に切り替える。第２電路に切り替えた後にブレーキ指令を取得すると、制御部は、電力変換部を制御することで、電動機から供給される電力を第２電路を介して蓄電装置に供給する回生充電制御を行う。 In order to achieve the above object, the rolling stock power conversion system of the present invention includes a power conversion unit, a filter capacitor, a high-speed circuit breaker, a circuit switching unit, a power storage device, a power storage device circuit breaker, and a control unit. The power conversion unit converts the electric power supplied from the primary side and supplies the converted electric power to the electric motor connected to the secondary side, or converts the electric power supplied from the electric motor and converts the converted electric power into the primary side. Supply to. The filter capacitor is connected to the primary side of the power converter. The high speed circuit breaker opens and closes the electric circuit between the DC power supply and the power converter. The electric circuit switching unit is provided between the high-speed circuit breaker and the power conversion unit, and switches or opens the electric circuit between the high-speed circuit breaker and the power conversion unit. The positive electrode terminal of the power storage device is connected to the connection point of the high-speed circuit breaker and the electric circuit switching portion. The negative electrode terminal of the power storage device is connected to the negative electrode terminal on the primary side of the power conversion unit. The circuit breaker for the power storage device is provided between the positive electrode terminal of the power storage device and the connection point between the high-speed circuit breaker and the electric circuit switching unit. The control unit controls a high-speed circuit breaker, an electric circuit switching unit, a circuit breaker for a power storage device, and a power conversion unit. The electric circuit switching unit switches between the first electric circuit including the resistor and the second electric circuit not including the resistor. From the state where the high-speed circuit breaker is turned on, power is supplied to the power conversion unit through the second electric circuit of the electric circuit switching unit, the circuit breaker for the power storage device is opened, and the power running command is input, the power running is performed. When the command is no longer input, the control unit performs voltage balance control to reduce the voltage of the filter capacitor. In the voltage balance control, the control unit turns on the power storage device circuit breaker after opening the high-speed circuit breaker, and controls the electric circuit switching unit and the power conversion unit. When the difference between the voltage of the filter capacitor and the voltage of the power storage device becomes equal to or less than the threshold voltage by the voltage balance control, the control unit controls the electric circuit switching unit to switch to the second electric circuit. When the brake command is acquired after switching to the second electric circuit, the control unit controls the power conversion unit to perform regenerative charging control to supply the electric power supplied from the electric motor to the power storage device via the second electric circuit.

本発明によれば、力行指令を入力されなくなった場合に、フィルタコンデンサの電圧を低減させる電圧平衡制御を行い、フィルタコンデンサの電圧と蓄電装置の電圧との差が閾値電圧以下になった場合に、ブレーキ指令を取得すると、電動機から供給される電力を蓄電装置に供給する回生充電制御を行うことで、構造を複雑化することなく、回生電力で蓄電装置を充電する際に蓄電装置に過電流が流れることを抑制することが可能である。 According to the present invention, voltage equilibrium control for reducing the voltage of the filter capacitor is performed when the power running command is no longer input, and the difference between the voltage of the filter capacitor and the voltage of the power storage device becomes equal to or less than the threshold voltage. When the brake command is acquired, the regenerative charge control that supplies the power supplied from the electric motor to the power storage device is performed, so that the power storage device is overcurrent when the power storage device is charged with the regenerative power without complicating the structure. It is possible to suppress the flow of.

本発明の実施の形態１に係る鉄道車両用電力変換システムの構成を示すブロック図A block diagram showing a configuration of a power conversion system for a railway vehicle according to a first embodiment of the present invention. 実施の形態１に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作を示すタイミングチャートA timing chart showing the operation of voltage balancing and regenerative charging performed by the electric power conversion system for railway vehicles according to the first embodiment. 実施の形態１に係る鉄道車両用電力変換システムにおける電流の流れを示す図The figure which shows the flow of the electric current in the electric power conversion system for railroad vehicles which concerns on Embodiment 1. 実施の形態１に係る鉄道車両用電力変換システムにおける電流の流れを示す図The figure which shows the flow of the electric current in the electric power conversion system for railroad vehicles which concerns on Embodiment 1. 実施の形態１に係る鉄道車両用電力変換システムにおける電流の流れを示す図The figure which shows the flow of the electric current in the electric power conversion system for railroad vehicles which concerns on Embodiment 1. 実施の形態１に係る鉄道車両用電力変換システムの他の構成を示すブロック図A block diagram showing another configuration of the electric power conversion system for railway vehicles according to the first embodiment. 実施の形態１に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作を示すタイミングチャートA timing chart showing the operation of voltage balancing and regenerative charging performed by the electric power conversion system for railway vehicles according to the first embodiment. 実施の形態１に係る鉄道車両用電力変換システムにおける電流の流れを示す図The figure which shows the flow of the electric current in the electric power conversion system for railroad vehicles which concerns on Embodiment 1. 実施の形態１に係る鉄道車両用電力変換システムにおける電流の流れを示す図The figure which shows the flow of the electric current in the electric power conversion system for railroad vehicles which concerns on Embodiment 1. 実施の形態１に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作の一例を示すフローチャートA flowchart showing an example of the operation of voltage balancing and regenerative charging performed by the electric power conversion system for railway vehicles according to the first embodiment. 実施の形態１に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作の他の例を示すフローチャートA flowchart showing another example of the operation of voltage balancing and regenerative charging performed by the electric power conversion system for railway vehicles according to the first embodiment. 本発明の実施の形態２に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作を示すタイミングチャートA timing chart showing the operation of voltage balancing and regenerative charging performed by the power conversion system for railway vehicles according to the second embodiment of the present invention. 実施の形態２に係る鉄道車両用電力変換システムにおける電流の流れを示す図The figure which shows the flow of the electric current in the electric power conversion system for railroad vehicles which concerns on Embodiment 2. 実施の形態２に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作を示すタイミングチャートA timing chart showing the operation of voltage balancing and regenerative charging performed by the electric power conversion system for railway vehicles according to the second embodiment. 実施の形態２に係る鉄道車両用電力変換システムにおける電流の流れを示す図The figure which shows the flow of the electric current in the electric power conversion system for railroad vehicles which concerns on Embodiment 2.

以下、本発明の実施の形態に係る鉄道車両用電力変換システムについて図面を参照して詳細に説明する。なお図中、同一または同等の部分には同一の符号を付す。 Hereinafter, the electric power conversion system for railway vehicles according to the embodiment of the present invention will be described in detail with reference to the drawings. In the figure, the same or equivalent parts are designated by the same reference numerals.

（実施の形態１）
本発明の実施の形態１に係る鉄道車両用電力変換システムの構成について説明する。図１に示すように、鉄道車両用電力変換システム（以下、電力変換システムという）１は、双方向の電力変換を行う電力変換部１８を備える。電力変換システム１は、直流電源から供給される直流電力を交流電力に変換し、変換した交流電力を電動機５に供給する。また電力変換システム１は、電動機５から供給された電力を変換し、変換した電力で蓄電装置２２を充電する。電力変換システム１は、電力変換部１８の一次側に設けられるフィルタコンデンサ１７の電圧を低減してから、蓄電装置２２を充電することで、構造を複雑化することなく、回生ブレーキ動作によって生じる回生電力で蓄電装置２２を充電する際に蓄電装置２２に過電流が流れることを抑制することが可能である。(Embodiment 1)
The configuration of the electric power conversion system for railway vehicles according to the first embodiment of the present invention will be described. As shown in FIG. 1, the electric power conversion system for railway vehicles (hereinafter referred to as an electric power conversion system) 1 includes a power conversion unit 18 that performs bidirectional power conversion. The power conversion system 1 converts the DC power supplied from the DC power source into AC power, and supplies the converted AC power to the electric motor 5. Further, the electric power conversion system 1 converts the electric power supplied from the electric motor 5 and charges the power storage device 22 with the converted electric power. The power conversion system 1 reduces the voltage of the filter capacitor 17 provided on the primary side of the power conversion unit 18 and then charges the power storage device 22 to regenerate the power generation device 22 without complicating the structure. It is possible to prevent an overcurrent from flowing through the power storage device 22 when charging the power storage device 22 with electric power.

電力変換システム１は、例えば、直流電化区間を走行する鉄道車両に搭載される。図１の例では、図示しない変電所が直流電源であり、電力変換システム１は、変電所から架線３を経由して供給される電力を集電装置４によって取り入れる。集電装置４は、パンタグラフ、第３軌条等である。 The power conversion system 1 is mounted on, for example, a railroad vehicle traveling in a DC electrified section. In the example of FIG. 1, the substation (not shown) is a DC power source, and the power conversion system 1 takes in the power supplied from the substation via the overhead wire 3 by the current collector 4. The current collector 4 is a pantograph, a third rail, or the like.

電力変換部１８の一次側の正極端子は、高速度遮断器１１、リアクトル１２、および電路切替部１３を介して集電装置４に接続され、一次側の負極端子は接地されている。リアクトル１２、および電力変換部１８の一次側に設けられるフィルタコンデンサ１７は、ＬＣフィルタを構成する。電力変換部１８の二次側には、電動機５が接続される。電動機５は交流電動機であり、例えば、誘導電動機または同期電動機である。電力変換部１８は、一次側から供給される電力を変換し、変換した電力を二次側に接続される電動機５に供給する。また電力変換部１８は、電動機５に電力を供給することで、電動機５を駆動する。電動機５が駆動されると、電力変換システム１が搭載される鉄道車両は動力を得る。さらに、電力変換部１８は、電動機５から供給される電力を変換し、変換した電力を一次側に供給する。すなわち、電力変換部１８は、電動機５から供給される電力を変換し、変換した電力を一次側に供給する。 The positive electrode terminal on the primary side of the power conversion unit 18 is connected to the current collector 4 via the high speed circuit breaker 11, the reactor 12, and the electric circuit switching unit 13, and the negative electrode terminal on the primary side is grounded. The reactor 12 and the filter capacitor 17 provided on the primary side of the power conversion unit 18 form an LC filter. An electric motor 5 is connected to the secondary side of the power conversion unit 18. The electric motor 5 is an AC electric motor, for example, an induction motor or a synchronous motor. The power conversion unit 18 converts the power supplied from the primary side and supplies the converted power to the electric motor 5 connected to the secondary side. Further, the electric power conversion unit 18 drives the electric motor 5 by supplying electric power to the electric motor 5. When the electric motor 5 is driven, the railroad vehicle equipped with the power conversion system 1 gains power. Further, the electric power conversion unit 18 converts the electric power supplied from the electric motor 5 and supplies the converted electric power to the primary side. That is, the electric power conversion unit 18 converts the electric power supplied from the electric motor 5 and supplies the converted electric power to the primary side.

電力変換部１８は、スイッチング素子ＴＲＵ１，ＴＲＵ２，ＴＲＶ１，ＴＲＶ２，ＴＲＷ１，ＴＲＷ２および還流ダイオードＤＵ１，ＤＵ２，ＤＶ１，ＤＶ２，ＤＷ１，ＤＷ２を備える。図１の例では、電力変換部１８は、Ｕ相アーム、Ｖ相アーム、およびＷ相アームを有し、各相アームの構成は同じである。各相アームの符号Ｕ，Ｖ，Ｗをまとめて符号ｘとして電力変換部１８の構成について説明する。スイッチング素子ＴＲｘ１，ＴＲｘ２は任意の半導体素子であり、図１の例では、電力変換部１８は、ＩＧＢＴ（Insulated Gate Bipolar Transistor：絶縁ゲートバイポーラトランジスタ）を用いる。スイッチング素子ＴＲｘ１，ＴＲｘ２を、ケイ素に比べてバンドギャップが大きいワイドバンドギャップ半導体によって形成してもよい。ワイドバンドギャップ半導体とは、例えば、炭化ケイ素、窒化ガリウム系材料、ダイヤモンド等である。ワイドバンドギャップ半導体によって形成されたスイッチング素子ＴＲｘ１，ＴＲｘ２は、ケイ素で形成されたスイッチング素子に比べて、耐電圧性および許容電流密度が高い。 The power conversion unit 18 includes switching elements TRU1, TRU2, TRV1, TRV2, TRW1, TRW2 and freewheeling diodes DU1, DU2, DV1, DV2, DW1, DW2. In the example of FIG. 1, the power conversion unit 18 has a U-phase arm, a V-phase arm, and a W-phase arm, and the configuration of each phase arm is the same. The configuration of the power conversion unit 18 will be described with reference numerals U, V, and W of each phase arm collectively as reference numerals x. The switching elements TRx1 and TRx2 are arbitrary semiconductor elements, and in the example of FIG. 1, the power conversion unit 18 uses an IGBT (Insulated Gate Bipolar Transistor). The switching elements TRx1 and TRx2 may be formed of a wide bandgap semiconductor having a larger bandgap than silicon. The wide bandgap semiconductor is, for example, silicon carbide, gallium nitride-based material, diamond, or the like. The switching elements TRx1 and TRx2 formed of the wide bandgap semiconductor have higher withstand voltage resistance and allowable current density than the switching element formed of silicon.

ワイドバンドギャップ半導体によって形成されたスイッチング素子ＴＲｘ１，ＴＲｘ２を用いることで、ケイ素で形成されたスイッチング素子に比べて、より多くの電流を電動機５に流すことができる。またワイドバンドギャップ半導体を用いることで、スイッチング素子ＴＲｘ１，ＴＲｘ２の小型化が可能である。小型化されたスイッチング素子ＴＲｘ１，ＴＲｘ２を用いることにより、スイッチング素子ＴＲｘ１，ＴＲｘ２を組み込んだ半導体モジュールの小型化が可能となる。 By using the switching elements TRx1 and TRx2 formed of the wide bandgap semiconductor, a larger current can be passed through the motor 5 as compared with the switching element formed of silicon. Further, by using a wide bandgap semiconductor, the switching elements TRx1 and TRx2 can be miniaturized. By using the miniaturized switching elements TRx1 and TRx2, it is possible to miniaturize the semiconductor module incorporating the switching elements TRx1 and TRx2.

ワイドバンドギャップ半導体は耐熱性も高いため、ヒートシンクの放熱フィンの小型化や、水冷部の空冷化が可能であり、半導体モジュールの一層の小型化が可能になる。さらに電力損失が低いため、スイッチング素子ＴＲｘ１，ＴＲｘ２の高効率化が可能であり、ひいては半導体モジュールの高効率化が可能になる。 Since the wide bandgap semiconductor has high heat resistance, the heat dissipation fins of the heat sink can be miniaturized and the water-cooled portion can be air-cooled, so that the semiconductor module can be further miniaturized. Further, since the power loss is low, it is possible to improve the efficiency of the switching elements TRx1 and TRx2, which in turn makes it possible to improve the efficiency of the semiconductor module.

フィルタコンデンサ１７と並列に、直列に接続されたスイッチング素子ＴＲｘ１，ＴＲｘ２が接続される。スイッチング素子ＴＲｘ１，ＴＲｘ２のそれぞれに並列に還流ダイオードＤｘ１，Ｄｘ２が接続される。スイッチング素子ＴＲｘ１，ＴＲｘ２の接続点は、接触器Ｃｘ１を介して電動機５に接続される。またスイッチング素子ＴＲｘ１，ＴＲｘ２の接続点は、接触器Ｃｘ２およびリアクトルＬｘを介して、後述する蓄電装置用接触器１９とリアクトル２０との間に接続される。 Switching elements TRx1 and TRx2 connected in series are connected in parallel with the filter capacitor 17. Reflux diodes Dx1 and Dx2 are connected in parallel to each of the switching elements TRx1 and TRx2. The connection points of the switching elements TRx1 and TRx2 are connected to the electric motor 5 via the contactor Cx1. Further, the connection points of the switching elements TRx1 and TRx2 are connected between the contactor 19 for a power storage device and the reactor 20, which will be described later, via the contactor Cx2 and the reactor Lx.

高速度遮断器１１は、直流電源と電力変換部１８との間の電路を開閉する。電路切替部１３は、高速度遮断器１１と電力変換部１８との間に設けられ、高速度遮断器１１と電力変換部１８との間の電路の切替または開放を行う。詳細には、電路切替部１３は、抵抗１６を含む第１電路および抵抗１６を含まない第２電路を切り替える。図１の例では、電路切替部１３は、断流器１４および電路切替用接触器１５を備える。この場合、電路切替用接触器１５および抵抗１６を通る電路が第１電路であり、断流器１４を通る電路が第２電路である。 The high-speed circuit breaker 11 opens and closes an electric circuit between the DC power supply and the power conversion unit 18. The electric circuit switching unit 13 is provided between the high-speed circuit breaker 11 and the power conversion unit 18, and switches or opens the electric circuit between the high-speed circuit breaker 11 and the power conversion unit 18. Specifically, the electric circuit switching unit 13 switches between the first electric circuit including the resistor 16 and the second electric circuit not including the resistor 16. In the example of FIG. 1, the electric circuit switching unit 13 includes a breaker 14 and a contactor 15 for electric circuit switching. In this case, the electric circuit passing through the electric circuit switching contactor 15 and the resistor 16 is the first electric circuit, and the electric circuit passing through the breaker 14 is the second electric circuit.

電力変換システム１は、直流電源または電動機５から供給される電力によって充電される蓄電装置２２を備える。蓄電装置２２の定格電圧は、直流電源の電圧より低い。蓄電装置２２の正極端子は、蓄電装置用接触器１９、リアクトル２０、および蓄電装置用遮断器２１を介して、高速度遮断器１１および電路切替部１３の接続点に接続される。図１の例では、蓄電装置２２の正極端子は、リアクトル１２と電路切替部１３との間に、蓄電装置用接触器１９、リアクトル２０、および蓄電装置用遮断器２１を介して接続される。蓄電装置２２の負極端子は、電力変換部１８の一次側の負極端子に接続されている。 The power conversion system 1 includes a power storage device 22 that is charged by a DC power source or electric power supplied from the electric motor 5. The rated voltage of the power storage device 22 is lower than the voltage of the DC power supply. The positive electrode terminal of the power storage device 22 is connected to the connection point of the high speed circuit breaker 11 and the electric circuit switching unit 13 via the contactor 19 for the power storage device, the reactor 20, and the circuit breaker 21 for the power storage device. In the example of FIG. 1, the positive electrode terminal of the power storage device 22 is connected between the reactor 12 and the electric circuit switching unit 13 via the power storage device contactor 19, the reactor 20, and the power storage device circuit breaker 21. The negative electrode terminal of the power storage device 22 is connected to the negative electrode terminal on the primary side of the power conversion unit 18.

電力変換システム１は、高速度遮断器１１、電路切替部１３、蓄電装置用遮断器２１、および電力変換部１８を制御する制御部２３を備える。制御部２３は、高速度遮断器１１および蓄電装置用遮断器２１の投入と開放とを切り替える。また制御部２３は、電路切替部１３が有する断流器１４および電路切替用接触器１５の投入と開放とを切り替える。制御部２３は、電力変換部１８が有するスイッチング素子ＴＲＵ１，ＴＲＵ２，ＴＲＶ１，ＴＲＶ２，ＴＲＷ１，ＴＲＷ２の投入と開放とを切り替える。制御部２３は、接触器ＣＵ１，ＣＵ２，ＣＶ１，ＣＶ２，ＣＷ１，ＣＷ２の投入と開放とを切り替える。制御部２３は、蓄電装置用接触器１９の投入と開放とを切り換える。 The power conversion system 1 includes a high-speed circuit breaker 11, an electric circuit switching unit 13, a power storage device circuit breaker 21, and a control unit 23 that controls the power conversion unit 18. The control unit 23 switches between turning on and off the high-speed circuit breaker 11 and the power storage device circuit breaker 21. Further, the control unit 23 switches between turning on and off the breaker 14 and the electric path switching contactor 15 included in the electric circuit switching unit 13. The control unit 23 switches between turning on and off the switching elements TRU1, TRU2, TRV1, TRV2, TRW1, and TRW2 included in the power conversion unit 18. The control unit 23 switches between turning on and off the contactors CU1, CU2, CV1, CV2, CW1, and CW2. The control unit 23 switches between turning on and off the contactor 19 for the power storage device.

電力変換システム１は、フィルタコンデンサ１７の電圧を検出する電圧検出器Ｖ１、および、蓄電装置２２の電圧を検出する電圧検出器Ｖ２を備える。制御部２３は、電圧検出器Ｖ１からフィルタコンデンサ１７の電圧を取得し、電圧検出器Ｖ２から蓄電装置２２の電圧を取得する。 The power conversion system 1 includes a voltage detector V1 that detects the voltage of the filter capacitor 17 and a voltage detector V2 that detects the voltage of the power storage device 22. The control unit 23 acquires the voltage of the filter capacitor 17 from the voltage detector V1 and acquires the voltage of the power storage device 22 from the voltage detector V2.

鉄道車両が力行運転から惰行運転になった後にブレーキがかけられる場合に、電力変換システム１が行う電圧平衡化および回生充電について説明する。電圧平衡化は、フィルタコンデンサ１７の電圧と蓄電装置２２の電圧との差を低減することである。また回生充電とは、電動機５から供給される電力を、第２電路を介して蓄電装置２２に供給して、蓄電装置２２を充電することである。図２は、実施の形態１に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作を示すタイミングチャートである。力行運転の状態から、惰行運転の状態になると、電圧平衡化が行われ、電圧平衡化の後に回生充電が行われる。最初に力行運転時の制御部２３の制御について説明する。時刻Ｔ１において、例えば運転台のマスターコントローラが力行に設定されており、制御部２３には力行指令が入力されている。なお時刻Ｔ１において、制御部２３にブレーキ指令は入力されていない。力行指令およびブレーキ指令に関して、図２において、ＯＮが入力されている状態、ＯＦＦが入力されていない状態を示す。力行指令が入力されている間、制御部２３は、高速度遮断器１１および断流器１４が投入されている状態を維持する。また力行指令が入力されている間、制御部２３は、電路切替用接触器１５、蓄電装置用接触器１９、および蓄電装置用遮断器２１が開放されている状態を維持する。高速度遮断器１１、断流器１４、電路切替用接触器１５、蓄電装置用接触器１９、および蓄電装置用遮断器２１に関して、図２において、ＯＮが投入されている状態を示し、ＯＦＦが開放されている状態を示す。図２における電圧差は、電圧検出器Ｖ１が検出したフィルタコンデンサ１７の電圧と、電圧検出器Ｖ２が検出した蓄電装置２２の電圧との差である。電圧差は、フィルタコンデンサ１７の電圧の検出値から、蓄電装置２２の電圧の検出値を減算することで得られる。時刻Ｔ１から時刻Ｔ２までの間、フィルタコンデンサ１７の電圧は架線電圧に一致するため、フィルタコンデンサ１７の電圧は、蓄電装置２２の電圧より大きい。 The voltage balancing and regenerative charging performed by the power conversion system 1 when the brake is applied after the railroad vehicle changes from power running to coasting will be described. The voltage balancing is to reduce the difference between the voltage of the filter capacitor 17 and the voltage of the power storage device 22. Further, the regenerative charging is to supply the electric power supplied from the electric motor 5 to the electricity storage device 22 via the second electric circuit to charge the electricity storage device 22. FIG. 2 is a timing chart showing the operation of voltage balancing and regenerative charging performed by the electric power conversion system for railway vehicles according to the first embodiment. From the state of power running to the state of coasting, voltage balancing is performed, and regenerative charging is performed after voltage balancing. First, the control of the control unit 23 during power running operation will be described. At time T1, for example, the master controller of the driver's cab is set to power running, and a power running command is input to the control unit 23. At time T1, no brake command is input to the control unit 23. Regarding the power running command and the brake command, FIG. 2 shows a state in which ON is input and a state in which OFF is not input. While the power running command is input, the control unit 23 maintains the state in which the high speed circuit breaker 11 and the breaker 14 are turned on. Further, while the power running command is input, the control unit 23 maintains a state in which the electric circuit switching contactor 15, the power storage device contactor 19, and the power storage device circuit breaker 21 are open. Regarding the high-speed circuit breaker 11, the breaker 14, the contactor 15 for switching the electric circuit, the contactor 19 for the power storage device, and the circuit breaker 21 for the power storage device, FIG. Indicates an open state. The voltage difference in FIG. 2 is the difference between the voltage of the filter capacitor 17 detected by the voltage detector V1 and the voltage of the power storage device 22 detected by the voltage detector V2. The voltage difference is obtained by subtracting the detected value of the voltage of the power storage device 22 from the detected value of the voltage of the filter capacitor 17. Since the voltage of the filter capacitor 17 corresponds to the overhead wire voltage from the time T1 to the time T2, the voltage of the filter capacitor 17 is larger than the voltage of the power storage device 22.

力行運転時の電流の流れについて説明する。図３は、実施の形態１に係る鉄道車両用電力変換システムにおける電流の流れを示す図である。図２に示す時刻Ｔ１から時刻Ｔ２までの間の、電力変換システム１における電流の流れを太い実線の矢印で示す。架線３から集電装置４を介して電力変換システム１に流入する電流は、高速度遮断器１１、リアクトル１２、および断流器１４を通って、電力変換部１８に入力される。電力変換部１８から電動機５に電流が流れ、電動機５が駆動される。電力変換部１８は、磁束分電流とトルク分電流とを制御することで、電動機５を制御する。 The current flow during power running will be described. FIG. 3 is a diagram showing a current flow in the electric power conversion system for railway vehicles according to the first embodiment. The current flow in the power conversion system 1 between the time T1 and the time T2 shown in FIG. 2 is indicated by a thick solid arrow. The current flowing from the overhead wire 3 to the power conversion system 1 via the current collector 4 is input to the power conversion unit 18 through the high-speed circuit breaker 11, the reactor 12, and the breaker 14. A current flows from the power conversion unit 18 to the electric motor 5, and the electric motor 5 is driven. The power conversion unit 18 controls the electric motor 5 by controlling the magnetic flux component current and the torque component current.

惰行運転時における制御部２３の電圧平衡制御について説明する。図２に示す時刻Ｔ２において、力行指令が入力されなくなると、鉄道車両は惰性で走行する。すなわち、時刻Ｔ２から時刻Ｔ４まで、鉄道車両は惰行運転を行う。時刻Ｔ２において、力行指令が入力されなくなると、制御部２３は、電圧平衡制御を開始する。電圧平衡制御において、制御部２３は、高速度遮断器１１を開放した後に、蓄電装置用遮断器２１を投入し、電路切替部１３および電力変換部１８を制御する。上記制御により、フィルタコンデンサ１７の電圧が低減する。 The voltage balance control of the control unit 23 at the time of coasting operation will be described. At the time T2 shown in FIG. 2, when the power running command is no longer input, the railroad vehicle coasts. That is, from time T2 to time T4, the railroad vehicle coasts. When the power running command is no longer input at time T2, the control unit 23 starts voltage equilibrium control. In the voltage balance control, the control unit 23 turns on the power storage device circuit breaker 21 after opening the high-speed circuit breaker 11 to control the electric circuit switching unit 13 and the power conversion unit 18. By the above control, the voltage of the filter capacitor 17 is reduced.

電圧平衡制御において、制御部２３は、高速度遮断器１１および電路切替部１３を開放する、すなわち、高速度遮断器１１および断流器１４を開放する。その後、制御部２３は、蓄電装置用接触器１９および蓄電装置用遮断器２１を投入する。制御部２３は、電力変換部１８が有するスイッチング素子ＴＲＵ１，ＴＲＵ２，ＴＲＶ１，ＴＲＶ２，ＴＲＷ１，ＴＲＷ２の投入と開放とを切り替えることで、電力変換部１８から電動機５に励磁電流のみを供給させる。電動機５には励磁電流のみが供給されるので、電動機５は駆動されない。上述のように電圧平衡制御を行うことで、フィルタコンデンサ１７の電圧が低減し、図２に示す電圧差も低減する。時刻Ｔ３以降、電圧差は閾値電圧以下である。閾値電圧を十分に小さい値とすることで、時刻Ｔ３以降、フィルタコンデンサ１７の電圧と蓄電装置２２の電圧とは一致するとみなすことができる。時刻Ｔ３において、制御部２３は、電圧平衡制御を終了する。時刻Ｔ３から時刻Ｔ４までは、フィルタコンデンサ１７と蓄電装置２２の間で電流は流れない。 In the voltage balance control, the control unit 23 opens the high speed circuit breaker 11 and the electric circuit switching unit 13, that is, opens the high speed circuit breaker 11 and the breaker 14. After that, the control unit 23 turns on the contactor 19 for the power storage device and the circuit breaker 21 for the power storage device. The control unit 23 switches between turning on and off the switching elements TRU1, TRU2, TRV1, TRV2, TRW1, and TRW2 of the power conversion unit 18, so that the power conversion unit 18 supplies only the exciting current to the electric motor 5. Since only the exciting current is supplied to the electric motor 5, the electric motor 5 is not driven. By performing the voltage balance control as described above, the voltage of the filter capacitor 17 is reduced, and the voltage difference shown in FIG. 2 is also reduced. After time T3, the voltage difference is equal to or less than the threshold voltage. By setting the threshold voltage to a sufficiently small value, it can be considered that the voltage of the filter capacitor 17 and the voltage of the power storage device 22 match after the time T3. At time T3, the control unit 23 ends the voltage equilibrium control. From time T3 to time T4, no current flows between the filter capacitor 17 and the power storage device 22.

電圧平衡制御時の電流の流れについて説明する。図４は、実施の形態１に係る鉄道車両用電力変換システムにおける電流の流れを示す図である。図２に示す時刻Ｔ２から時刻Ｔ３までの間の、電力変換システム１における電流の流れを太い実線の矢印で示す。電力変換部１８は、フィルタコンデンサ１７に蓄積されている電力を変換し、電動機５に励磁電流のみを供給する。これにより、フィルタコンデンサ１７の電圧が低下する。 The current flow during voltage balance control will be described. FIG. 4 is a diagram showing a current flow in the electric power conversion system for railway vehicles according to the first embodiment. The current flow in the power conversion system 1 between the time T2 and the time T3 shown in FIG. 2 is indicated by a thick solid arrow. The power conversion unit 18 converts the electric power stored in the filter capacitor 17 and supplies only the exciting current to the electric motor 5. As a result, the voltage of the filter capacitor 17 drops.

電圧平衡制御後における制御部２３の制御について説明する。図２に示す時刻Ｔ３において、電圧差が閾値電圧以下となると、制御部２３は、断流器１４を投入する。すなわち、制御部２３は、電路切替部１３を制御して第２電路に切り替える。その後、図２に示す時刻Ｔ４において、例えば運転台のマスターコントローラがブレーキに設定されると、制御部２３にはブレーキ指令が入力される。フィルタコンデンサ１７の電圧と蓄電装置２２の電圧との差が閾値電圧以下となった場合に、ブレーキ指令を取得すると、制御部２３は、電力変換部１８を制御することで、電動機５から供給される電力を第２電路を介して蓄電装置２２に供給する回生充電制御を開始する。上記制御により、電力変換部１８で変換された電力は第２電路を介して蓄電装置２２に供給される。すなわち、電力変換部１８は、回生電力で蓄電装置２２を充電する。 The control of the control unit 23 after the voltage balance control will be described. At the time T3 shown in FIG. 2, when the voltage difference becomes equal to or less than the threshold voltage, the control unit 23 turns on the breaker 14. That is, the control unit 23 controls the electric circuit switching unit 13 to switch to the second electric circuit. After that, at the time T4 shown in FIG. 2, for example, when the master controller of the driver's cab is set to the brake, a brake command is input to the control unit 23. When the difference between the voltage of the filter capacitor 17 and the voltage of the power storage device 22 becomes equal to or less than the threshold voltage and a brake command is acquired, the control unit 23 is supplied from the electric motor 5 by controlling the power conversion unit 18. The regenerative charging control for supplying the electric power to the power storage device 22 via the second electric circuit is started. By the above control, the electric power converted by the electric power conversion unit 18 is supplied to the power storage device 22 via the second electric circuit. That is, the power conversion unit 18 charges the power storage device 22 with the regenerative power.

回生充電制御における電流の流れについて説明する。図５は、実施の形態１に係る鉄道車両用電力変換システムにおける電流の流れを示す図である。図２に示す時刻Ｔ４以降の電力変換システム１における電流の流れを太い実線の矢印で示す。電力変換部１８は、電動機５から供給される電力を変換し、変換された電力を、断流器１４、蓄電装置用接触器１９、リアクトル２０、および蓄電装置用遮断器２１を介して蓄電装置２２に供給する。リアクトル２０は、電力変換部１８が出力する電流を平滑化する。 The current flow in the regenerative charge control will be described. FIG. 5 is a diagram showing a current flow in the electric power conversion system for railway vehicles according to the first embodiment. The current flow in the power conversion system 1 after the time T4 shown in FIG. 2 is indicated by a thick solid arrow. The power conversion unit 18 converts the electric power supplied from the electric motor 5 and transfers the converted electric power via the breaker 14, the contactor 19 for the power storage device, the reactor 20, and the circuit breaker 21 for the power storage device. Supply to 22. The reactor 20 smoothes the current output by the power conversion unit 18.

電力変換システム１によれば、電動機５に励磁電流のみを流すことで、フィルタコンデンサ１７の電圧と蓄電装置２２の電圧とが一致するとみなせる程度に、フィルタコンデンサ１７の電圧を低減してから、回生電力で蓄電装置２２を充電するため、蓄電装置２２に過電流が流れることを抑制することが可能である。 According to the power conversion system 1, by passing only the exciting current through the electric motor 5, the voltage of the filter capacitor 17 is reduced to the extent that the voltage of the filter capacitor 17 and the voltage of the power storage device 22 can be regarded as matching, and then regeneration is performed. Since the power storage device 22 is charged with electric power, it is possible to prevent an overcurrent from flowing through the power storage device 22.

制御部２３は、図示しない速度センサ、列車情報管理システム、ＡＴＣ（Automatic Train Control：自動列車制御装置）等から鉄道車両の速度を取得し、鉄道車両の速度が閾値速度以上の場合にのみ、上述の電圧平衡制御を行ってもよい。例えば、閾値速度は、回生ブレーキが使用可能な速度範囲の下限値、すなわち、臨界速度である。 The control unit 23 acquires the speed of the railway vehicle from a speed sensor, a train information management system, an ATC (Automatic Train Control), etc. (not shown), and the above-mentioned only when the speed of the railway vehicle is equal to or higher than the threshold speed. The voltage balance control of the above may be performed. For example, the threshold speed is the lower limit of the speed range in which the regenerative brake can be used, that is, the critical speed.

直流電源から供給される電力によって蓄電装置２２を充電する場合は、制御部２３は、高速度遮断器１１、電路切替用接触器１５、接触器ＣＵ２，ＣＶ２，ＣＷ２、および蓄電装置用遮断器２１を投入し、断流器１４、蓄電装置用接触器１９、および接触器ＣＵ１，ＣＶ１，ＣＷ１を開放する。制御部２３が電力変換部１８を制御することで、電力変換部１８は、直流電源から供給される電力を変換し、変換した電力を、第１電路を介して蓄電装置２２に供給する。この場合、リアクトルＬＵ，ＬＶ，ＬＷが電力変換部１８の出力電流を平滑化する。 When charging the power storage device 22 with the electric power supplied from the DC power supply, the control unit 23 uses the high-speed circuit breaker 11, the contactor 15 for switching the electric circuit, the contactors CU2, CV2, CW2, and the circuit breaker 21 for the power storage device. To open the circuit breaker 14, the contactor 19 for the power storage device, and the contactors CU1, CV1, CW1. When the control unit 23 controls the power conversion unit 18, the power conversion unit 18 converts the power supplied from the DC power source and supplies the converted power to the power storage device 22 via the first electric circuit. In this case, the reactors LU, LV, and LW smooth the output current of the power conversion unit 18.

蓄電装置２２に蓄電された電力で電動機５を駆動する場合は、制御部２３は、断流器１４、蓄電装置用接触器１９、接触器ＣＵ１，ＣＶ１，ＣＷ１、および蓄電装置用遮断器２１を投入し、高速度遮断器１１、電路切替用接触器１５、および接触器ＣＵ２，ＣＶ２，ＣＷ２を開放する。制御部２３が電力変換部１８を制御することで、電力変換部１８は、蓄電装置２２から供給される電力を変換し、変換した電力を電動機５に供給する。この場合、図５の太い実線の矢印と逆の方向に電流が流れる。 When the electric motor 5 is driven by the electric power stored in the power storage device 22, the control unit 23 sets the breaker 14, the contactor 19 for the power storage device, the contactors CU1, CV1, CW1 and the circuit breaker 21 for the power storage device 21. It is turned on to open the high-speed circuit breaker 11, the electric circuit switching contactor 15, and the contactors CU2, CV2, and CW2. When the control unit 23 controls the power conversion unit 18, the power conversion unit 18 converts the power supplied from the power storage device 22 and supplies the converted power to the electric motor 5. In this case, the current flows in the direction opposite to the thick solid arrow in FIG.

電力変換システム１の他の構成である電力変換システム２について説明する。図６に示すように、電力変換システム２は、図１に示す電力変換システム１が有する電路切替部１３に代えて、電路切替部２４を有する。電路切替部２４は、電路切替部１３と同様に、断流器１４、電路切替用接触器１５、および抵抗１６を有するが、それぞれの配置が異なる。電路切替部２４は、断流器１４および抵抗１６を通る第１電路と、断流器１４および電路切替用接触器１５を通る第２電路とを切り替える。 The power conversion system 2 which is another configuration of the power conversion system 1 will be described. As shown in FIG. 6, the power conversion system 2 has a circuit switching unit 24 instead of the circuit switching unit 13 of the power conversion system 1 shown in FIG. Like the electric circuit switching unit 13, the electric circuit switching unit 24 has a breaker 14, a contactor 15 for electric circuit switching, and a resistor 16, but their arrangements are different. The electric circuit switching unit 24 switches between the first electric circuit passing through the breaker 14 and the resistor 16 and the second electric circuit passing through the breaker 14 and the contactor 15 for changing the electric circuit.

鉄道車両が力行運転から惰行運転になった後にブレーキがかけられる場合に、電力変換システム２が行う電圧平衡化および回生充電について説明する。図７は、実施の形態１に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作を示すタイミングチャートである。図の見方は図２と同様である。力行運転時の制御部２３の制御について説明する。図２と同様に、時刻Ｔ１において、制御部２３には力行指令が入力されており、ブレーキ指令は入力されていない。力行指令が入力されている間、制御部２３は、高速度遮断器１１、断流器１４、および電路切替用接触器１５が投入されている状態を維持する。また力行指令が入力されている間、制御部２３は、蓄電装置用接触器１９、および蓄電装置用遮断器２１が開放されている状態を維持する。 The voltage balancing and regenerative charging performed by the power conversion system 2 when the brake is applied after the railroad vehicle changes from power running to coasting will be described. FIG. 7 is a timing chart showing the operation of voltage balancing and regenerative charging performed by the electric power conversion system for railway vehicles according to the first embodiment. The way of reading the figure is the same as that of FIG. The control of the control unit 23 during the power running operation will be described. Similar to FIG. 2, at time T1, the power running command is input to the control unit 23, and the brake command is not input. While the power running command is input, the control unit 23 maintains a state in which the high-speed circuit breaker 11, the breaker 14, and the electric circuit switching contactor 15 are turned on. Further, while the power running command is input, the control unit 23 maintains a state in which the contactor 19 for the power storage device and the circuit breaker 21 for the power storage device are open.

力行運転時の電流の流れについて説明する。図８は、実施の形態１に係る鉄道車両用電力変換システムにおける電流の流れを示す図である。図７に示す時刻Ｔ１から時刻Ｔ２までの間の、電力変換システム２における電流の流れを太い実線の矢印で示す。架線３から集電装置４を介して電力変換システム１に流入する電流は、高速度遮断器１１、リアクトル１２、断流器１４、および電路切替用接触器１５を通って、電力変換部１８に入力される。電力変換部１８から電動機５に電流が流れ、電動機５が駆動される。電力変換部１８は、磁束分電流とトルク分電流とを制御することで、電動機５を制御する。 The current flow during power running will be described. FIG. 8 is a diagram showing a current flow in the electric power conversion system for railway vehicles according to the first embodiment. The current flow in the power conversion system 2 between the time T1 and the time T2 shown in FIG. 7 is indicated by a thick solid arrow. The current flowing from the overhead wire 3 to the power conversion system 1 via the current collector 4 passes through the high-speed circuit breaker 11, the reactor 12, the breaker 14, and the electric circuit switching contactor 15 to the power conversion unit 18. Entered. A current flows from the power conversion unit 18 to the electric motor 5, and the electric motor 5 is driven. The power conversion unit 18 controls the electric motor 5 by controlling the magnetic flux component current and the torque component current.

惰行運転時における制御部２３の電圧平衡制御について説明する。図７に示す時刻Ｔ２において、力行指令が入力されなくなると、鉄道車両は惰性で走行する。時刻Ｔ２において、力行指令が入力されなくなると、制御部２３は、電圧平衡制御を開始する。電圧平衡制御において、制御部２３は、高速度遮断器１１、電路切替部１３、蓄電装置用遮断器２１、および電力変換部１８を制御する。上記制御により、フィルタコンデンサ１７の電圧が低減する。 The voltage balance control of the control unit 23 at the time of coasting operation will be described. At the time T2 shown in FIG. 7, when the power running command is no longer input, the railroad vehicle coasts. When the power running command is no longer input at time T2, the control unit 23 starts voltage equilibrium control. In the voltage balance control, the control unit 23 controls the high-speed circuit breaker 11, the electric circuit switching unit 13, the power storage device circuit breaker 21, and the power conversion unit 18. By the above control, the voltage of the filter capacitor 17 is reduced.

電圧平衡制御において、制御部２３は、高速度遮断器１１および電路切替部１３を開放する、すなわち、高速度遮断器１１、断流器１４、および電路切替用接触器１５を開放する。その後、図２と同様に、制御部２３は、蓄電装置用接触器１９および蓄電装置用遮断器２１を投入する。制御部２３は、電力変換部１８が有するスイッチング素子ＴＲＵ１，ＴＲＵ２，ＴＲＶ１，ＴＲＶ２，ＴＲＷ１，ＴＲＷ２の投入と開放とを切り替えることで、電力変換部１８から電動機５に励磁電流のみを供給させる。電動機５には励磁電流のみが供給されるので、電動機５は駆動されない。上述のように電圧平衡制御を行うことで、フィルタコンデンサ１７の電圧が低減し、図７に示す電圧差も低減する。時刻Ｔ３以降、電圧差は閾値電圧以下である。閾値電圧を十分に小さい値とすることで、時刻Ｔ３以降、フィルタコンデンサ１７の電圧と蓄電装置２２の電圧とは一致するとみなすことができる。時刻Ｔ３において、制御部２３は、電圧平衡制御を終了する。時刻Ｔ３から時刻Ｔ４までは、フィルタコンデンサ１７と蓄電装置２２の間で電流は流れない。 In the voltage balance control, the control unit 23 opens the high speed circuit breaker 11 and the electric circuit switching unit 13, that is, the high speed circuit breaker 11, the breaker 14, and the electric circuit switching contactor 15. After that, as in FIG. 2, the control unit 23 turns on the contactor 19 for the power storage device and the circuit breaker 21 for the power storage device. The control unit 23 switches between turning on and off the switching elements TRU1, TRU2, TRV1, TRV2, TRW1, and TRW2 of the power conversion unit 18, so that the power conversion unit 18 supplies only the exciting current to the electric motor 5. Since only the exciting current is supplied to the electric motor 5, the electric motor 5 is not driven. By performing the voltage balance control as described above, the voltage of the filter capacitor 17 is reduced, and the voltage difference shown in FIG. 7 is also reduced. After time T3, the voltage difference is equal to or less than the threshold voltage. By setting the threshold voltage to a sufficiently small value, it can be considered that the voltage of the filter capacitor 17 and the voltage of the power storage device 22 match after the time T3. At time T3, the control unit 23 ends the voltage equilibrium control. From time T3 to time T4, no current flows between the filter capacitor 17 and the power storage device 22.

電圧平衡制御時の電流の流れについて説明する。図７に示す時刻Ｔ２から時刻Ｔ３までの間は、電力変換システム１と同様に、電力変換システム２が有する電力変換部１８は、フィルタコンデンサ１７に蓄積されている電力を変換し、電動機５に励磁電流のみを供給する。これにより、フィルタコンデンサ１７の電圧が低下する。 The current flow during voltage balance control will be described. From time T2 to time T3 shown in FIG. 7, the power conversion unit 18 of the power conversion system 2 converts the power stored in the filter capacitor 17 into the electric motor 5 in the same manner as the power conversion system 1. Only the exciting current is supplied. As a result, the voltage of the filter capacitor 17 drops.

電圧平衡制御後における制御部２３の制御について説明する。図７に示す時刻Ｔ３において、電圧差が閾値電圧以下となると、制御部２３は、断流器１４および電路切替用接触器１５を投入する。すなわち、制御部２３は、電路切替部１３を制御して第２電路に切り替える。その後、図７に示す時刻Ｔ４において、制御部２３にはブレーキ指令が入力される。フィルタコンデンサ１７の電圧と蓄電装置２２の電圧との差が閾値電圧以下となった場合に、ブレーキ指令を取得すると、制御部２３は、電力変換部１８を制御することで、電動機５から供給される電力を第２電路を介して蓄電装置２２に供給する回生充電制御を開始する。上記制御により、電力変換部１８で変換された電力は、第２電路を介して蓄電装置２２に供給される。すなわち、電力変換部１８は、回生電力で蓄電装置２２を充電する。 The control of the control unit 23 after the voltage balance control will be described. At the time T3 shown in FIG. 7, when the voltage difference becomes equal to or less than the threshold voltage, the control unit 23 turns on the breaker 14 and the electric circuit switching contactor 15. That is, the control unit 23 controls the electric circuit switching unit 13 to switch to the second electric circuit. After that, at the time T4 shown in FIG. 7, a brake command is input to the control unit 23. When the difference between the voltage of the filter capacitor 17 and the voltage of the power storage device 22 becomes equal to or less than the threshold voltage and a brake command is acquired, the control unit 23 is supplied from the electric motor 5 by controlling the power conversion unit 18. The regenerative charging control for supplying the electric power to the power storage device 22 via the second electric circuit is started. By the above control, the electric power converted by the electric power conversion unit 18 is supplied to the power storage device 22 via the second electric circuit. That is, the power conversion unit 18 charges the power storage device 22 with the regenerative power.

回生充電制御における電流の流れについて説明する。図９は、実施の形態１に係る鉄道車両用電力変換システムにおける電流の流れを示す図である。図７に示す時刻Ｔ４以降の電力変換システム２における電流の流れを太い実線の矢印で示す。電力変換部１８は、電動機５から供給される電力を変換し、変換された電力を、電路切替用接触器１５、断流器１４、蓄電装置用接触器１９、リアクトル２０、および蓄電装置用遮断器２１を介して蓄電装置２２に供給する。 The current flow in the regenerative charge control will be described. FIG. 9 is a diagram showing a current flow in the electric power conversion system for railway vehicles according to the first embodiment. The current flow in the power conversion system 2 after the time T4 shown in FIG. 7 is indicated by a thick solid arrow. The power conversion unit 18 converts the power supplied from the electric motor 5 and cuts off the converted power from the electric circuit switching contactor 15, the breaker 14, the power storage device contactor 19, the reactor 20, and the power storage device. It is supplied to the power storage device 22 via the device 21.

電力変換システム２によれば、電力変換システム１と同様に、フィルタコンデンサ１７の電圧と蓄電装置２２の電圧とが一致するとみなせる程度に、フィルタコンデンサ１７の電圧を低減してから、回生電力で蓄電装置２２を充電するため、蓄電装置２２に過電流が流れることを抑制することが可能である。 According to the power conversion system 2, similarly to the power conversion system 1, the voltage of the filter capacitor 17 is reduced to the extent that the voltage of the filter capacitor 17 and the voltage of the power storage device 22 can be regarded as matching, and then the voltage of the filter capacitor 17 is stored. Since the device 22 is charged, it is possible to prevent an overcurrent from flowing through the power storage device 22.

電力変換システム１と同様に、電力変換システム２においても、制御部２３は、鉄道車両の速度が閾値速度以上の場合にのみ、上述の電圧平衡制御を行ってもよい。 Similar to the power conversion system 1, in the power conversion system 2, the control unit 23 may perform the above-mentioned voltage balance control only when the speed of the railroad vehicle is equal to or higher than the threshold speed.

直流電源から供給される電力によって蓄電装置２２を充電する場合は、制御部２３は、高速度遮断器１１、断流器１４、接触器ＣＵ２，ＣＶ２，ＣＷ２、および蓄電装置用遮断器２１を投入し、電路切替用接触器１５、蓄電装置用接触器１９、および接触器ＣＵ１，ＣＶ１，ＣＷ１を開放する。制御部２３が電力変換部１８を制御することで、電力変換部１８は、直流電源から供給される電力を変換し、変換した電力を第１電路を介して蓄電装置２２に供給する。この場合、リアクトルＬＵ，ＬＶ，ＬＷが電力変換部１８の出力電流を平滑化する。 When charging the power storage device 22 with the electric power supplied from the DC power supply, the control unit 23 turns on the high-speed circuit breaker 11, the breaker 14, the contactors CU2, CV2, CW2, and the power storage device circuit breaker 21. Then, the contactor 15 for switching the electric circuit, the contactor 19 for the power storage device, and the contactors CU1, CV1, CW1 are opened. When the control unit 23 controls the power conversion unit 18, the power conversion unit 18 converts the power supplied from the DC power source and supplies the converted power to the power storage device 22 via the first electric circuit. In this case, the reactors LU, LV, and LW smooth the output current of the power conversion unit 18.

蓄電装置２２に蓄電された電力で電動機５を駆動する場合は、制御部２３は、断流器１４、電路切替用接触器１５、蓄電装置用接触器１９、接触器ＣＵ１，ＣＶ１，ＣＷ１、および蓄電装置用遮断器２１を投入し、高速度遮断器１１、および接触器ＣＵ２，ＣＶ２，ＣＷ２を開放する。制御部２３が電力変換部１８を制御することで、電力変換部１８は、蓄電装置２２から供給される電力を変換し、変換した電力を電動機５に供給する。この場合、図９の太い実線の矢印と逆の方向に電流が流れる。 When the electric motor 5 is driven by the electric power stored in the power storage device 22, the control unit 23 uses the circuit breaker 14, the contactor 15 for switching the electric circuit, the contactor 19 for the power storage device, the contactors CU1, CV1, CW1 and the like. The circuit breaker 21 for the power storage device is turned on, and the high-speed circuit breaker 11 and the contactors CU2, CV2, and CW2 are opened. When the control unit 23 controls the power conversion unit 18, the power conversion unit 18 converts the power supplied from the power storage device 22 and supplies the converted power to the electric motor 5. In this case, the current flows in the direction opposite to the thick solid arrow in FIG.

図１０は、実施の形態１に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作の一例を示すフローチャートである。制御部２３は、力行指令が入力されている間は（ステップＳ１１；Ｙ）、ステップＳ１１の処理を繰り返す。制御部２３は、力行指令が入力されなくなると（ステップＳ１１；Ｎ）、電圧平衡制御を行う（ステップＳ１２）。フィルタコンデンサ１７の電圧と蓄電装置２２の電圧との電圧差が閾値電圧以下でない場合（ステップＳ１３；Ｎ）は、ステップＳ１３の処理を繰り返す。フィルタコンデンサ１７の電圧と蓄電装置２２の電圧との電圧差が閾値電圧以下である場合（ステップＳ１３；Ｙ）、ステップＳ１４の処理に進む。制御部２３は、電路切替部１３を制御して第２電路に切り替える（ステップＳ１４）。ブレーキ指令を取得していない場合は（ステップＳ１５；Ｎ）、ステップＳ１５の処理を繰り返す。ブレーキ指令を取得した場合は（ステップＳ１５；Ｙ）、制御部２３は、回生充電制御を行う（ステップＳ１６）。制御部２３は、例えば、鉄道車両速度が臨界速度以下となるまで、回生充電制御を行う。ステップＳ１６の処理が完了すると、電力変換システム１，２は、処理を終了する。 FIG. 10 is a flowchart showing an example of the operation of voltage balancing and regenerative charging performed by the electric power conversion system for railway vehicles according to the first embodiment. The control unit 23 repeats the process of step S11 while the power running command is input (step S11; Y). When the power running command is no longer input (step S11; N), the control unit 23 performs voltage balance control (step S12). When the voltage difference between the voltage of the filter capacitor 17 and the voltage of the power storage device 22 is not equal to or less than the threshold voltage (step S13; N), the process of step S13 is repeated. When the voltage difference between the voltage of the filter capacitor 17 and the voltage of the power storage device 22 is equal to or less than the threshold voltage (step S13; Y), the process proceeds to step S14. The control unit 23 controls the electric circuit switching unit 13 to switch to the second electric circuit (step S14). If the brake command has not been acquired (step S15; N), the process of step S15 is repeated. When the brake command is acquired (step S15; Y), the control unit 23 performs regenerative charging control (step S16). The control unit 23 performs regenerative charging control, for example, until the railway vehicle speed becomes equal to or lower than the critical speed. When the process of step S16 is completed, the power conversion systems 1 and 2 end the process.

図１１は、実施の形態１に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作の他の例を示すフローチャートである。ステップＳ１１〜Ｓ１６の処理は、図１０の例と同様である。制御部２３は、力行指令が入力されなくなり（ステップＳ１１；Ｎ）、鉄道車両が閾値速度以上である場合（ステップＳ１７；Ｙ）、電圧平衡制御を行う（ステップＳ１２）。力行指令が入力されなくなり（ステップＳ１１；Ｎ）、鉄道車両が閾値速度未満である場合（ステップＳ１７；Ｎ）、電力変換システム１，２は、処理を終了する。すなわち、回生電力による蓄電装置２２の充電は行われない。 FIG. 11 is a flowchart showing another example of the operation of voltage balancing and regenerative charging performed by the electric power conversion system for railway vehicles according to the first embodiment. The processing of steps S11 to S16 is the same as the example of FIG. When the power running command is no longer input (step S11; N) and the railroad vehicle is at or above the threshold speed (step S17; Y), the control unit 23 performs voltage equilibrium control (step S12). When the power running command is no longer input (step S11; N) and the railroad vehicle is below the threshold speed (step S17; N), the power conversion systems 1 and 2 end the process. That is, the power storage device 22 is not charged by the regenerative power.

以上説明したとおり、実施の形態１に係る電力変換システム１，２によれば、電力変換部１８から電動機５に励磁電流のみを流すことで、フィルタコンデンサ１７の電圧と蓄電装置２２の電圧とが一致するとみなせる程度に、フィルタコンデンサ１７の電圧を低減してから、回生電力で蓄電装置２２を充電するため、蓄電装置２２に過電流が流れることを抑制することが可能である。電力変換部１８から電動機５に励磁電流のみを流すことで、フィルタコンデンサ１７の電圧を低減するため、フィルタコンデンサ１７の電圧を低減するための回路を新たに設ける必要がない。そのため、構造を複雑化することなく、蓄電装置２２に過電流が流れることを抑制することが可能である。フィルタコンデンサ１７の電圧を低減する際には、電力変換部１８のスイッチング素子ＴＲＵ１，ＴＲＵ２，ＴＲＶ１，ＴＲＶ２，ＴＲＷ１，ＴＲＷ２の投入と開放とを切り替えるだけでよく、高速度遮断器１１、断流器１４、電路切替用接触器１５、蓄電装置用接触器１９、および蓄電装置用遮断器２１の操作は不要であるから、投入と開放とを繰り返すことによる機械寿命の短命化を抑制することが可能である。 As described above, according to the power conversion systems 1 and 2 according to the first embodiment, the voltage of the filter capacitor 17 and the voltage of the power storage device 22 are changed by passing only the exciting current from the power conversion unit 18 to the electric motor 5. Since the voltage of the filter capacitor 17 is reduced to the extent that they can be regarded as the same, and then the power storage device 22 is charged with the regenerated power, it is possible to suppress the overcurrent from flowing through the power storage device 22. Since only the exciting current is passed from the power conversion unit 18 to the electric motor 5 to reduce the voltage of the filter capacitor 17, it is not necessary to newly provide a circuit for reducing the voltage of the filter capacitor 17. Therefore, it is possible to suppress the flow of an overcurrent to the power storage device 22 without complicating the structure. When reducing the voltage of the filter capacitor 17, it is only necessary to switch the switching elements TRU1, TRU2, TRV1, TRV2, TRW1, TRW2 of the power conversion unit 18 on and off, and the high-speed circuit breaker 11 and the breaker 14. Since it is not necessary to operate the contactor 15 for switching the electric circuit, the contactor 19 for the power storage device, and the circuit breaker 21 for the power storage device, it is possible to suppress the shortening of the machine life by repeating turning on and off. Is.

（実施の形態２）
実施の形態２に係る電力変換システム１が行う電圧平衡化および回生充電について説明する。実施の形態２に係る電力変換システム１の構成は、図１に示す実施の形態１に係る電力変換システム１と同様である。図１２は、本発明の実施の形態２に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作を示すタイミングチャートである。図の見方は、図２と同様である。時刻Ｔ１から時刻Ｔ２までの間の実施の形態２に係る電力変換システム１が有する制御部２３の制御は、図２の例と同様である。また時刻Ｔ１から時刻Ｔ２までの間の、電力変換システム１における電流の流れは、図３の例と同様である。(Embodiment 2)
The voltage balancing and regenerative charging performed by the power conversion system 1 according to the second embodiment will be described. The configuration of the power conversion system 1 according to the second embodiment is the same as that of the power conversion system 1 according to the first embodiment shown in FIG. FIG. 12 is a timing chart showing the operation of voltage balancing and regenerative charging performed by the electric power conversion system for railway vehicles according to the second embodiment of the present invention. The way of reading the figure is the same as that of FIG. The control of the control unit 23 included in the power conversion system 1 according to the second embodiment between the time T1 and the time T2 is the same as the example of FIG. The current flow in the power conversion system 1 from time T1 to time T2 is the same as in the example of FIG.

図１２に示す時刻Ｔ２において、力行指令が入力されなくなると、制御部２３は、高速度遮断器１１、電路切替部１３、蓄電装置用遮断器２１、および電力変換部１８を制御することでフィルタコンデンサ１７の電圧を低減させる電圧平衡制御を開始する。 When the power line command is no longer input at the time T2 shown in FIG. 12, the control unit 23 controls the high-speed circuit breaker 11, the electric circuit switching unit 13, the power storage device circuit breaker 21, and the power conversion unit 18 to filter. The voltage balance control for reducing the voltage of the capacitor 17 is started.

電圧平衡制御について説明する。電圧平衡制御において、制御部２３は、高速度遮断器１１を開放し、電路切替部１３を第１電路に切り替える、すなわち、高速度遮断器１１および断流器１４を開放し、電路切替用接触器１５を投入する。その後、制御部２３は、蓄電装置用接触器１９および蓄電装置用遮断器２１を投入する。制御部２３は、電力変換部１８が有するスイッチング素子ＴＲＵ１，ＴＲＵ２，ＴＲＶ１，ＴＲＶ２，ＴＲＷ１，ＴＲＷ２を開放して、電力変換部１８を停止させる。これにより、フィルタコンデンサ１７から第１電路を通って、蓄電装置２２に電流が流れる。電圧平衡制御を行うことで、フィルタコンデンサ１７の電圧が低減し、図１２に示す電圧差も低減する。時刻Ｔ３以降、電圧差は閾値電圧以下である。 The voltage balance control will be described. In the voltage balance control, the control unit 23 opens the high-speed circuit breaker 11 and switches the electric circuit switching unit 13 to the first electric circuit, that is, opens the high-speed circuit breaker 11 and the breaker 14, and makes contact for electric circuit switching. Insert the vessel 15. After that, the control unit 23 turns on the contactor 19 for the power storage device and the circuit breaker 21 for the power storage device. The control unit 23 opens the switching elements TRU1, TRU2, TRV1, TRV2, TRW1, TRW2 of the power conversion unit 18 and stops the power conversion unit 18. As a result, a current flows from the filter capacitor 17 through the first electric circuit to the power storage device 22. By performing the voltage balance control, the voltage of the filter capacitor 17 is reduced, and the voltage difference shown in FIG. 12 is also reduced. After time T3, the voltage difference is equal to or less than the threshold voltage.

電圧平衡制御時の電流の流れについて説明する。図１３は、実施の形態２に係る鉄道車両用電力変換システムにおける電流の流れを示す図である。図１２に示す時刻Ｔ２から時刻Ｔ３までの間の、電力変換システム１における電流の流れを太い実線の矢印で示す。電力変換部１８が停止することで、フィルタコンデンサ１７から第１電路を通って、蓄電装置２２に電流が流れる。これにより、フィルタコンデンサ１７の電圧が低減する。 The current flow during voltage balance control will be described. FIG. 13 is a diagram showing a current flow in the electric power conversion system for railway vehicles according to the second embodiment. The current flow in the power conversion system 1 between the time T2 and the time T3 shown in FIG. 12 is indicated by a thick solid arrow. When the power conversion unit 18 is stopped, a current flows from the filter capacitor 17 through the first electric circuit to the power storage device 22. As a result, the voltage of the filter capacitor 17 is reduced.

電圧平衡制御後における制御部２３の制御について説明する。図１２に示す時刻Ｔ３において、電圧差が閾値電圧以下となると、制御部２３は、断流器１４を投入し、電路切替用接触器１５を開放する。すなわち、制御部２３は、電路切替部１３を制御して第２電路に切り替える。その後、図１２に示す時刻Ｔ４において、制御部２３にはブレーキ指令が入力される。フィルタコンデンサ１７の電圧と蓄電装置２２の電圧との差が閾値電圧以下となった場合に、ブレーキ指令を取得すると、制御部２３は、電力変換部１８を制御することで、電動機５から供給される電力を第２電路を介して蓄電装置２２に供給する回生充電制御を開始する。上記制御により、電力変換部１８で変換された電力は、第２電路を介して蓄電装置２２に供給される。 The control of the control unit 23 after the voltage balance control will be described. At the time T3 shown in FIG. 12, when the voltage difference becomes equal to or less than the threshold voltage, the control unit 23 turns on the breaker 14 and opens the electric circuit switching contactor 15. That is, the control unit 23 controls the electric circuit switching unit 13 to switch to the second electric circuit. After that, at the time T4 shown in FIG. 12, a brake command is input to the control unit 23. When the difference between the voltage of the filter capacitor 17 and the voltage of the power storage device 22 becomes equal to or less than the threshold voltage and a brake command is acquired, the control unit 23 is supplied from the electric motor 5 by controlling the power conversion unit 18. The regenerative charging control for supplying the electric power to the power storage device 22 via the second electric circuit is started. By the above control, the electric power converted by the electric power conversion unit 18 is supplied to the power storage device 22 via the second electric circuit.

実施の形態２に係る電力変換システム１によれば、フィルタコンデンサ１７から抵抗１６を介して蓄電装置２２に電流を流すことで、フィルタコンデンサ１７の電圧と蓄電装置２２の電圧とが一致するとみなせる程度に、フィルタコンデンサ１７の電圧を低減してから、回生電力で蓄電装置２２を充電するため、蓄電装置２２に過電流が流れることを抑制することが可能である。 According to the power conversion system 1 according to the second embodiment, by passing a current from the filter capacitor 17 to the power storage device 22 via the resistor 16, it can be considered that the voltage of the filter capacitor 17 and the voltage of the power storage device 22 match. In addition, since the power storage device 22 is charged with the regenerated power after the voltage of the filter capacitor 17 is reduced, it is possible to suppress the flow of an overcurrent to the power storage device 22.

実施の形態１と同様に、制御部２３は、鉄道車両の速度が閾値速度以上の場合にのみ、上述の電圧平衡制御を行ってもよい。直流電源から供給される電力によって蓄電装置２２を充電する場合、および、蓄電装置２２に蓄電された電力で電動機５を駆動する場合の制御部２３の動作は、実施の形態１に係る電力変換システム１と同様である。 Similar to the first embodiment, the control unit 23 may perform the above-mentioned voltage equilibrium control only when the speed of the railway vehicle is equal to or higher than the threshold speed. The operation of the control unit 23 when charging the power storage device 22 with the electric power supplied from the DC power source and when driving the electric motor 5 with the power stored in the power storage device 22 is the power conversion system according to the first embodiment. Same as 1.

実施の形態２に係る電力変換システム２が行う電圧平衡化および回生充電の動作について説明する。実施の形態２に係る電力変換システム２の構成は、図６に示す実施の形態１に係る電力変換システム２と同様である。図１４は、実施の形態２に係る鉄道車両用電力変換システムが行う電圧平衡化および回生充電の動作を示すタイミングチャートである。図の見方は、図７と同様である。時刻Ｔ１から時刻Ｔ２までの間の実施の形態２に係る電力変換システム２が有する制御部２３の制御は、図７の例と同様である。また時刻Ｔ１から時刻Ｔ２までの間の、電力変換システム２における電流の流れは、図８の例と同様である。 The operation of voltage balancing and regenerative charging performed by the power conversion system 2 according to the second embodiment will be described. The configuration of the power conversion system 2 according to the second embodiment is the same as that of the power conversion system 2 according to the first embodiment shown in FIG. FIG. 14 is a timing chart showing the operation of voltage balancing and regenerative charging performed by the electric power conversion system for railway vehicles according to the second embodiment. The way of reading the figure is the same as that of FIG. The control of the control unit 23 included in the power conversion system 2 according to the second embodiment between the time T1 and the time T2 is the same as the example of FIG. 7. The current flow in the power conversion system 2 from time T1 to time T2 is the same as in the example of FIG.

図１４に示す時刻Ｔ２において、力行指令が入力されなくなると、制御部２３は、高速度遮断器１１、電路切替部１３、蓄電装置用遮断器２１、および電力変換部１８を制御することでフィルタコンデンサ１７の電圧を低減させる電圧平衡制御を開始する。 When the power line command is no longer input at the time T2 shown in FIG. 14, the control unit 23 controls the high-speed circuit breaker 11, the electric circuit switching unit 13, the power storage device circuit breaker 21, and the power conversion unit 18 to filter. The voltage balance control for reducing the voltage of the capacitor 17 is started.

電圧平衡制御において、制御部２３は、高速度遮断器１１を開放し、電路切替部１３を第１電路を通る状態に切り替える、すなわち、高速度遮断器１１および電路切替用接触器１５を開放する。その後、図７と同様に、制御部２３は、蓄電装置用接触器１９および蓄電装置用遮断器２１を投入する。制御部２３は、電力変換部１８が有するスイッチング素子ＴＲＵ１，ＴＲＵ２，ＴＲＶ１，ＴＲＶ２，ＴＲＷ１，ＴＲＷ２を開放して、電力変換部１８を停止させる。これにより、フィルタコンデンサ１７から第１電路を通って、蓄電装置２２に電流が流れる。電圧平衡制御を行うことで、フィルタコンデンサ１７の電圧が低減し、図１４に示す電圧差も低減する。時刻Ｔ３以降、電圧差は閾値電圧以下である。 In the voltage balance control, the control unit 23 opens the high-speed circuit breaker 11 and switches the electric circuit switching unit 13 to a state of passing through the first electric circuit, that is, opens the high-speed circuit breaker 11 and the electric circuit switching contactor 15. .. After that, as in FIG. 7, the control unit 23 turns on the contactor 19 for the power storage device and the circuit breaker 21 for the power storage device. The control unit 23 opens the switching elements TRU1, TRU2, TRV1, TRV2, TRW1, TRW2 of the power conversion unit 18 and stops the power conversion unit 18. As a result, a current flows from the filter capacitor 17 through the first electric circuit to the power storage device 22. By performing the voltage balance control, the voltage of the filter capacitor 17 is reduced, and the voltage difference shown in FIG. 14 is also reduced. After time T3, the voltage difference is equal to or less than the threshold voltage.

電圧平衡制御時の電流の流れについて説明する。図１５は、実施の形態２に係る鉄道車両用電力変換システムにおける電流の流れを示す図である。図１４に示す時刻Ｔ２から時刻Ｔ３までの間の、電力変換システム２における電流の流れを太い実線の矢印で示す。電力変換部１８が停止することで、フィルタコンデンサ１７から第１電路を通って、蓄電装置２２に電流が流れる。これにより、フィルタコンデンサ１７の電圧が低下する。 The current flow during voltage balance control will be described. FIG. 15 is a diagram showing a current flow in the electric power conversion system for railway vehicles according to the second embodiment. The current flow in the power conversion system 2 between the time T2 and the time T3 shown in FIG. 14 is indicated by a thick solid arrow. When the power conversion unit 18 is stopped, a current flows from the filter capacitor 17 through the first electric circuit to the power storage device 22. As a result, the voltage of the filter capacitor 17 drops.

電圧平衡制御後における制御部２３の制御について説明する。図１４に示す時刻Ｔ３において、電圧差が閾値電圧以下となると、制御部２３は、電路切替用接触器１５を投入する。すなわち、制御部２３は、電路切替部１３を制御して第２電路に切り替える。その後、図１４に示す時刻Ｔ４において、制御部２３にはブレーキ指令が入力される。フィルタコンデンサ１７の電圧と蓄電装置２２の電圧との差が閾値電圧以下となった場合に、ブレーキ指令を取得すると、制御部２３は、電力変換部１８を制御することで、電動機５から供給される電力を第２電路を介して蓄電装置２２に供給する回生充電制御を開始する。上記制御により、電力変換部１８で変換された電力は、第２電路を介して蓄電装置２２に供給される。時刻Ｔ４以降の電力変換システム２における電流の流れは、図９と同様である。 The control of the control unit 23 after the voltage balance control will be described. At the time T3 shown in FIG. 14, when the voltage difference becomes equal to or less than the threshold voltage, the control unit 23 turns on the electric circuit switching contactor 15. That is, the control unit 23 controls the electric circuit switching unit 13 to switch to the second electric circuit. After that, at the time T4 shown in FIG. 14, a brake command is input to the control unit 23. When the difference between the voltage of the filter capacitor 17 and the voltage of the power storage device 22 becomes equal to or less than the threshold voltage and a brake command is acquired, the control unit 23 is supplied from the electric motor 5 by controlling the power conversion unit 18. The regenerative charging control for supplying the electric power to the power storage device 22 via the second electric circuit is started. By the above control, the electric power converted by the electric power conversion unit 18 is supplied to the power storage device 22 via the second electric circuit. The current flow in the power conversion system 2 after the time T4 is the same as in FIG.

実施の形態２に係る電力変換システム２によれば、実施の形態２に係る電力変換システム１と同様に、フィルタコンデンサ１７から抵抗１６を介して蓄電装置２２に電流を流すことで、フィルタコンデンサ１７の電圧と蓄電装置２２の電圧とが一致するとみなせる程度に、フィルタコンデンサ１７の電圧を低減してから、回生電力で蓄電装置２２を充電するため、蓄電装置２２に過電流が流れることを抑制することが可能である。 According to the power conversion system 2 according to the second embodiment, the filter capacitor 17 is formed by passing a current from the filter capacitor 17 to the power storage device 22 via the resistor 16 as in the power conversion system 1 according to the second embodiment. The voltage of the filter capacitor 17 is reduced to the extent that the voltage of the power storage device 22 and the voltage of the power storage device 22 can be regarded as coincident with each other, and then the power storage device 22 is charged with the regenerated power. It is possible.

電力変換システム１と同様に、電力変換システム２においても、制御部２３は、鉄道車両の速度が閾値速度以上の場合にのみ、上述の電圧平衡制御を行ってもよい。直流電源から供給される電力によって蓄電装置２２を充電する場合、および、蓄電装置２２に蓄電された電力で電動機５を駆動する場合の制御部２３の動作は、実施の形態１に係る電力変換システム２と同様である。 Similar to the power conversion system 1, in the power conversion system 2, the control unit 23 may perform the above-mentioned voltage balance control only when the speed of the railroad vehicle is equal to or higher than the threshold speed. The operation of the control unit 23 when charging the power storage device 22 with the electric power supplied from the DC power source and when driving the electric motor 5 with the power stored in the power storage device 22 is the power conversion system according to the first embodiment. Same as 2.

実施の形態２に係る電力変換システム１，２が行う回生充電の動作は、図１０、図１１の例と同様である。 The regenerative charging operation performed by the power conversion systems 1 and 2 according to the second embodiment is the same as that of the examples of FIGS. 10 and 11.

以上説明したとおり、実施の形態２に係る電力変換システム１，２によれば、フィルタコンデンサ１７から抵抗１６を介して蓄電装置２２に電流を流すことで、フィルタコンデンサ１７の電圧と蓄電装置２２の電圧とが一致するとみなせる程度に、フィルタコンデンサ１７の電圧を低減してから、回生電力で蓄電装置２２を充電するため、蓄電装置２２に過電流が流れることを抑制することが可能である。フィルタコンデンサ１７から抵抗１６を介して蓄電装置２２に電流を流すことで、フィルタコンデンサ１７の電圧を低減する。抵抗１６は、直流電源で蓄電装置２２を充電するために既に設けられており、フィルタコンデンサ１７の電圧を低減するための回路を新たに設ける必要がない。そのため、構造を複雑化することなく、蓄電装置２２に過電流が流れることを抑制することが可能である。 As described above, according to the power conversion systems 1 and 2 according to the second embodiment, the voltage of the filter capacitor 17 and the power storage device 22 are obtained by passing a current from the filter capacitor 17 to the power storage device 22 via the resistor 16. Since the voltage of the filter capacitor 17 is reduced to the extent that it can be regarded as matching the voltage, and then the power storage device 22 is charged with the regenerated power, it is possible to suppress the flow of an overcurrent to the power storage device 22. The voltage of the filter capacitor 17 is reduced by passing a current from the filter capacitor 17 to the power storage device 22 via the resistor 16. The resistor 16 is already provided for charging the power storage device 22 with a DC power supply, and it is not necessary to newly provide a circuit for reducing the voltage of the filter capacitor 17. Therefore, it is possible to suppress the flow of an overcurrent to the power storage device 22 without complicating the structure.

本発明の実施の形態は上述の実施の形態に限られない。上述の回路構成は一例である。 The embodiment of the present invention is not limited to the above-described embodiment. The above circuit configuration is an example.

本発明は、本発明の広義の精神と範囲を逸脱することなく、様々な実施の形態及び変形が可能とされるものである。また、上述した実施の形態は、この発明を説明するためのものであり、本発明の範囲を限定するものではない。すなわち、本発明の範囲は、実施の形態ではなく、特許請求の範囲によって示される。そして、特許請求の範囲内及びそれと同等の発明の意義の範囲内で施される様々な変形が、この発明の範囲内とみなされる。 The present invention allows for various embodiments and modifications without departing from the broad spirit and scope of the present invention. Moreover, the above-described embodiment is for explaining the present invention, and does not limit the scope of the present invention. That is, the scope of the present invention is indicated not by the embodiment but by the claims. Then, various modifications made within the scope of the claims and the equivalent meaning of the invention are considered to be within the scope of the present invention.

１，２ 鉄道車両用電力変換システム、３ 架線、４ 集電装置、５ 電動機、１１ 高速度遮断器、１２，２０，ＬＵ，ＬＶ，ＬＷ リアクトル、１３，２４ 電路切替部、１４ 断流器、１５ 電路切替用接触器、１６ 抵抗、１７ フィルタコンデンサ、１８ 電力変換部、１９ 蓄電装置用接触器、２１ 蓄電装置用遮断器、２２ 蓄電装置、２３ 制御部、ＣＵ１，ＣＵ２，ＣＶ１，ＣＶ２，ＣＷ１，ＣＷ２ 接触器、ＤＵ１，ＤＵ２，ＤＶ１，ＤＶ２，ＤＷ１，ＤＷ２ 還流ダイオード、ＴＲＵ１，ＴＲＵ２，ＴＲＶ１，ＴＲＶ２，ＴＲＷ１，ＴＲＷ２ スイッチング素子、Ｖ１，Ｖ２ 電圧検出器。 1, 2, Railway vehicle power conversion system, 3 overhead wire, 4 current collector, 5 electric motor, 11 high-speed circuit breaker, 12, 20, LU, LV, LW reactor, 13, 24 circuit switch, 14 breaker, 15 Contactor for electric circuit switching, 16 Resistance, 17 Filter capacitor, 18 Power converter, 19 Contactor for power storage device, 21 Circuit breaker for power storage device, 22 Power storage device, 23 Control unit, CU1, CU2, CV1, CV2, CW1 , CW2 contactor, DU1, DU2, DV1, DV2, DW1, DW2 freewheeling diode, TRU1, TRU2, TRV1, TRV2, TRW1, TRW2 switching element, V1, V2 voltage detector.

Claims (4)

一次側から供給される電力を変換し、変換した電力を二次側に接続される電動機に供給し、または、前記電動機から供給される電力を変換し、変換した電力を前記一次側に供給する電力変換部と、
前記電力変換部の前記一次側に接続されるフィルタコンデンサと、
直流電源と前記電力変換部との間の電路を開閉する高速度遮断器と、
前記高速度遮断器と前記電力変換部との間に設けられ、前記高速度遮断器と前記電力変換部との間の電路の切替または開放を行う電路切替部と、
正極端子が前記高速度遮断器および前記電路切替部の接続点に接続され、負極端子が前記電力変換部の前記一次側の負極端子に接続される蓄電装置と、
前記蓄電装置の前記正極端子と、前記高速度遮断器および前記電路切替部の接続点との間に設けられる蓄電装置用遮断器と、
前記高速度遮断器、前記電路切替部、前記蓄電装置用遮断器、および、前記電力変換部を制御する制御部と、
を備え、
前記電路切替部は、抵抗を含む第１電路および前記抵抗を含まない第２電路の切替を行い、
前記高速度遮断器が投入され、前記電路切替部の前記第２電路を通って前記電力変換部に電力が供給されていて、前記蓄電装置用遮断器が開放され、力行指令が入力されている状態から、該力行指令が入力されなくなった場合、前記制御部は、前記フィルタコンデンサの電圧を低減させる電圧平衡制御を行い、
前記電圧平衡制御において、前記制御部は、前記高速度遮断器を開放した後に、前記蓄電装置用遮断器を投入し、前記電路切替部、および前記電力変換部を制御し、
前記電圧平衡制御によって、前記フィルタコンデンサの電圧と前記蓄電装置の電圧との差が閾値電圧以下になった場合に、前記制御部は、前記電路切替部を制御して前記第２電路に切り替え、
前記第２電路に切り替えた後にブレーキ指令を取得すると、前記制御部は、前記電力変換部を制御することで、前記電動機から供給される電力を前記第２電路を介して前記蓄電装置に供給する回生充電制御を行う、
鉄道車両用電力変換システム。The electric power supplied from the primary side is converted and the converted electric power is supplied to the electric motor connected to the secondary side, or the electric power supplied from the electric motor is converted and the converted electric power is supplied to the primary side. Power converter and
A filter capacitor connected to the primary side of the power conversion unit,
A high-speed circuit breaker that opens and closes the electric circuit between the DC power supply and the power converter,
An electric circuit switching unit provided between the high-speed circuit breaker and the power conversion unit to switch or open an electric circuit between the high-speed circuit breaker and the power conversion unit.
A power storage device in which the positive electrode terminal is connected to the connection point of the high-speed circuit breaker and the electric circuit switching portion, and the negative electrode terminal is connected to the negative electrode terminal on the primary side of the power conversion unit.
A circuit breaker for a power storage device provided between the positive electrode terminal of the power storage device and a connection point between the high-speed circuit breaker and the electric circuit switching portion.
The high-speed circuit breaker, the electric circuit switching unit, the circuit breaker for the power storage device, and the control unit that controls the power conversion unit.
With
The electric circuit switching unit switches between the first electric circuit including the resistor and the second electric circuit not including the resistor.
The high-speed circuit breaker is turned on, power is supplied to the power conversion unit through the second electric circuit of the electric circuit switching unit, the circuit breaker for the power storage device is opened, and a power running command is input. When the power running command is no longer input from the state, the control unit performs voltage balance control for reducing the voltage of the filter capacitor.
In the voltage balance control, after opening the high-speed circuit breaker, the control unit turns on the circuit breaker for the power storage device to control the electric circuit switching unit and the power conversion unit.
When the difference between the voltage of the filter capacitor and the voltage of the power storage device becomes equal to or less than the threshold voltage by the voltage balance control, the control unit controls the electric circuit switching unit to switch to the second electric circuit.
When the brake command is acquired after switching to the second electric circuit, the control unit controls the power conversion unit to supply the electric power supplied from the electric motor to the power storage device via the second electric circuit. Perform regenerative charge control,
Power conversion system for railroad vehicles. 前記電圧平衡制御において、前記制御部は、前記高速度遮断器および前記電路切替部を開放した後に、前記蓄電装置用遮断器を投入し、前記電力変換部を制御して前記電力変換部から前記電動機に励磁電流のみを供給させる、
請求項１に記載の鉄道車両用電力変換システム。In the voltage equilibrium control, after opening the high-speed circuit breaker and the electric circuit switching unit, the control unit turns on the power storage device circuit breaker and controls the power conversion unit to control the power conversion unit from the power conversion unit. Make the motor supply only the exciting current,
The electric power conversion system for a railway vehicle according to claim 1. 前記電圧平衡制御において、前記制御部は、前記高速度遮断器を開放した後に、前記蓄電装置用遮断器を投入し、前記電力変換部の動作を停止させ、前記電路切替部を制御して前記第１電路を通る状態に切り替えて、前記フィルタコンデンサから前記第１電路を介して前記蓄電装置に電流を流す、
請求項１に記載の鉄道車両用電力変換システム。In the voltage balance control, the control unit turns on the power storage device circuit breaker after opening the high-speed circuit breaker, stops the operation of the power conversion unit, and controls the electric circuit switching unit to control the electric circuit switching unit. Switching to the state of passing through the first electric circuit, a current is passed from the filter capacitor to the power storage device through the first electric circuit.
The electric power conversion system for a railway vehicle according to claim 1. 前記制御部は、前記電動機によって駆動される鉄道車両の速度を取得し、
前記制御部は、前記速度が閾値速度以上である場合に、前記電圧平衡制御を行う、
請求項１から３のいずれか１項に記載の鉄道車両用電力変換システム。The control unit acquires the speed of the railway vehicle driven by the electric motor, and obtains the speed.
The control unit performs the voltage equilibrium control when the speed is equal to or higher than the threshold speed.
The electric power conversion system for a railway vehicle according to any one of claims 1 to 3.
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