JPH0311924A - Variable voltage and variable frequency inverter for car - Google Patents

Abstract

PURPOSE:To simplify a structure by composing an inverter for driving a 3-phase induction motor for a car of three sets of transistor stacks, arranging them in two rows under a floor, and forming a dry air-cooling type capable of inspecting from a window of its side face. CONSTITUTION:Phases U1, U2,..., W2 of an inverter for driving an induction motor for a car by VVVF are reduced at a current capacity per one by stacking a plurality of transistors Trs. Each Tr has cooling fins 20, and the transistors are contained in two rows in a box 10 under the floor. inverter controllers 16, 18 and filter capacitor units C1, C2 are also contained in the box 10, and wired with the capacitors C1, C2 via polyphase low inductance bars, not shown. It can be inspected from windows at both sides of the box 10. Thus, it is formed of a simple structure of dry air cooling type to facilitate maintenance and inspection.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a control device for a three-phase induction motor that drives a railway vehicle, and in particular to a control device for a three-phase induction motor that drives a railway vehicle, and in particular a variable control device for an underfloor vehicle type vehicle that uses a transistor as a main conversion element. The present invention relates to a voltage variable frequency inverter device.

[Conventional technology]

Conventional vehicle variable voltage variable frequency inverter device (hereinafter referred to as
The VVVF inverter device (referred to as VVVF inverter device) uses a GTO (gate turn-off thyristor) as the main conversion element, and uses three GTO stacks, each consisting of a required number of GTOs and cooling fins for each phase, to create a VVV inverter.
It is common to configure the main circuit of an F inverter. Furthermore, in the case of railway vehicles, a large amount of heat loss occurs because a large current is passed through the GTO. For this reason, boiling cooling is performed using an immersion method or a heat pipe method in which the device is immersed in a refrigerant that can efficiently cool the device.

[Problem to be solved by the invention]

However, according to the above-mentioned vehicle VVVF inverter device, since the large-capacity GTO used has a flat element structure that requires pressurization, the inverter device has elements in the GTO stack of each phase in addition to the boiling cooling structure. It was complex and large, including a pressurizing device.

Furthermore, inverters using GTOs require large gate amplifiers for driving the GTOs, as well as large snubber capacitors and snubber resistors for the GTOs. The GTO unit that houses peripheral equipment is extremely large. Therefore, handling is not easy in terms of inspection and maintenance. In particular, boiling cooling using a refrigerant requires an airtight cooling system, so there are many precautions to be taken when handling it, making it even more difficult to handle.

In addition, a filter capacitor unit is inserted into the VVVF inverter device to stabilize the input voltage on the DC side, but the inductance of the wiring connecting this filter capacitor unit and the GTO unit should be minimized to maintain the electrical characteristics of the GTO. For this reason, it is necessary to install a filter capacitor unit next to the GTO unit of each phase. However, there are gate drive units for the large gate amplifiers mentioned above, snubber capacitors, etc. around 070, and these need to be installed right next to the GTO, so the filter capacitor unit is divided into each sum and each GTO There was also the problem that a sufficiently low inductance wiring could not be obtained even if it was not placed next to the unit.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a main circuit that is mounted under the floor of a vehicle and is suitable for drive control of a three-phase induction motor for a railway vehicle, which is compact, easy to maintain and inspect, and has a stable main circuit due to low inductance wiring. The object of the present invention is to provide a variable voltage variable frequency inverter device for a vehicle that can obtain operation.

[Means to solve the problem]

A variable voltage variable frequency inverter device for a vehicle according to the present invention uses a transistor as a main conversion element and a plurality of transistors for each phase in a variable voltage variable frequency inverter device for controlling a three-phase induction motor for driving a railway vehicle. One inverter is configured by three sets of transistor stacks housed in the inverter, and the transistor stack and the filter capacitor on the DC main circuit side are connected by a multi-phase low inductance wiring bar to form a separated arrangement configuration, and each phase of the inverter is The present invention is characterized in that the transistor stacks are arranged in a horizontal row facing an inspection window, and the transistor stacks are arranged back to back, so that one inverter for two inverters is stored in a box under the floor of the vehicle.

[For production]

According to the variable voltage variable frequency inverter device for a vehicle according to the present invention, a transistor that does not require a pressurizing device is used as the main conversion element of the inverter device, and a plurality of transistors are connected in parallel to reduce the power consumption per element. Heat loss can be reduced by a configuration that minimizes the current flowing through the device. Therefore, the device can be cooled by dry air cooling with a relatively simple structure without the need for a complicated hermetic cooling structure, and it can also be miniaturized. It becomes possible.

Additionally, by connecting the filter capacitor unit and transistor stack unit with multi-phase low inductance wiring and arranging them separately, all transistors and their peripheral components can be placed in a horizontal row facing the inspection window, allowing for maintenance and inspection. becomes easier.

Additionally, two transistor stacks are arranged back-to-back.
By storing each set of inverters under the vehicle floor,
Cooling efficiency and base factor are improved.

〔Example〕

Next, embodiments of a variable voltage variable frequency inverter device for a vehicle according to the present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 is a schematic plan view of a unit arrangement in a vehicle underfloor box housing two sets of vehicle VVVF inverters according to an embodiment of the present invention.

In FIG. 1, reference numeral 10 is an underfloor box, and inside the underfloor box 10 are transistor stack units 12 and 14 that constitute two sets of inverters, and an inverter control device! 1
6.18 and filter capacitor units C1, C2
is stored. The transistor stack unit 12 includes transistor stacks Ul, Vl, and W for each phase, respectively.
l and each cooling fin 2 for each phase transistor stack
Consists of 0. Similarly, the transistor stack unit 14 also includes each phase transistor unit U2. V2
．． It is composed of W2 and each cooling fin 20.

This 2 #Jl transistor stack unit 12.
14, transistor stacks U1 to W1 are arranged horizontally in one row facing one inspection surface with an inspection window on the side of the vehicle, and transistor stacks U2 to W2 are arranged horizontally in a row facing the other inspection surface, and each cooling fin 20 are arranged in a central row facing each other.

An inverter control device 16 consisting of U1 to W1, and an inverter control device 18 consisting of U2 to W2.
is housed in a chamber separated from the transistor stack unit 12, 14, and at the same time is placed facing the inspection surface on the side of the vehicle to facilitate maintenance and inspection. Furthermore, a filter capacitor unit CI for each inverter,
C2 is an inverter control device 16.18. It is installed on the IJ side of the

Here, FIG. 2 is a schematic side view showing the arrangement of the units in the vehicle underfloor box 10 of this embodiment, in which the transistor stack units 12 and 14 are aligned with each other with cooling fins 20 and 20 relative to the inspection surface on the side of the vehicle. It can be seen that they are arranged back to back so that the comrades face each other. Each phase transistor stack U1 to W1 . in the transistor stack unit 12.14. All of U2 to W2 are configured so that they can be attached and detached by opening inspection covers 24 and 26 on the inspection surface. In addition, each cooling fin 20.20 is connected to the underfloor box 10.
The cooling fan 22.22 installed at the bottom of each cooling fin 20.20 cools the cooling fan 22.20. The cooling air blown by the cooling fans 22 and 22 is discharged from the gap between the ceiling cover 28 and the underfloor box 10.

Reference numerals 30 and 32 indicate a part of the multi-phase low inductance wiring bar, and each bar on the DC side is connected to the respective filter capacitor units C1 and C2, and then connected to an external lead wire (not shown). Further, each AC side bar is a filter capacitor unit CI, C2m, and is wired in parallel with the DC side bar, and the end thereof is connected to an external lead wire (not shown). To explain in more detail, the plus bar and minus bar on the DC side, the U1 bar on the AC side, the plus bar and minus bar on the DC side, and Vl/<- on the AC side.
1. Then, 3 sets of low inductance wiring, each consisting of 3 wiring bars combined in parallel, are further combined to form a multiphase low inductance wiring bar 30, which is a combination of the positive bar and negative bar on the DC side and the W1 bar on the AC side. By configuring , the transistor stack unit 12 and the filter capacitor unit C1 are connected. Similarly, the multi-phase low inductance wiring bar 32 is connected to the positive bar and negative bar on the DC side and U2. A transistor stack unit 14 is constructed by combining V2°W2 bar.
and the filter capacitor unit C2.

In this way, in one underfloor box 10 with a limited height dimension,
By configuring two sets of transistor-type VVVF inverters that facilitate maintenance and inspection, the underfloor box 1 installed on the bogie for the two induction motors mounted on the bogie of a railway vehicle.
0 can supply driving power while controlling each individually.

〔Effect of the invention〕

As is clear from the embodiments described above, according to the variable voltage variable frequency inverter device for a vehicle of the present invention, a transistor that does not require a pressurizing device is used as the main conversion element, and a plurality of transistors are connected in parallel. By adopting a transistor stack configuration in which the current flowing per element is minimized, it is possible to cool the elements using dry air cooling, which has a relatively simple structure, without requiring a complicated hermetic cooling structure. It is possible to be smaller and lighter than the formula.

In addition, by connecting the filter capacitor unit and transistor stack unit with a multi-phase low-inductance wiring bar and arranging them separately, the inverter control device, transistors, and their peripheral components can all be arranged horizontally in a row facing the inspection window. This makes maintenance and inspection easier, and improves the ease of maintenance and inspection.

Additionally, two transistor stacks are arranged back-to-back.
By storing each set of inverters under the vehicle floor,
Cooling efficiency and space factor are also improved.

Further, since the elements and element peripheral parts used in the transistor type inverter are mass-produced in larger numbers than those for the 070-type inverter, the cost of parts can be lowered.

Although preferred embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and it goes without saying that various design changes can be made within the scope of 3M without departing from the spirit of the present invention. .

[Brief explanation of drawings]

FIG. 1 is a schematic plane equipment layout diagram showing one embodiment of a variable voltage variable frequency inverter device for a vehicle according to the present invention, and FIG. 2 is a schematic side equipment layout diagram of the embodiment shown in FIG. 10... Underfloor box 12.14... Transistor stack unit 16,
18...Inverter control device 20...Cooling fins 22...Cooling fan 24.26...Inspection cover 28...Ceiling cover 30.32...Multiphase low inductance wiring bar U1.
Vl, Wl, 02. V2. W2-...Transistor stack CI, C2...Filter capacitor unit FI
G, 2 8

Claims (1)

[Claims] (1) In a variable voltage variable frequency inverter device that controls a three-phase induction motor for driving a railway vehicle, a transistor is used as the main conversion element, and one inverter is operated by three sets of transistor stacks each containing a plurality of transistors for each phase. The transistor stack and the filter capacitor on the DC main circuit side are connected by a multi-phase low-inductance wiring bar to form a separated configuration, and the transistor stacks of each phase of the inverter are arranged in a horizontal row facing an inspection window. A variable voltage variable frequency inverter device for a vehicle, characterized in that the transistor stacks are arranged back to back and the two inverters are stored in a box under the floor of the vehicle.