JPH0618441B2 - Auxiliary power supply for train - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a train auxiliary power supply device that converts DC power to supply AC power to various AC loads in a vehicle.

[Prior art and its problems]

In railway vehicles, a control power supply for controlling running equipment such as the main electric motor and an auxiliary power supply as lighting power supply for interior lighting are installed, but air conditioners are often used to improve service to passengers. As a result, a large-capacity auxiliary power supply is required to supply power to this cooling system, but since it must be stored in a limited space in the vehicle, this auxiliary power supply is small and lightweight. Is desired.

FIG. 3 is a connection diagram showing a conventional example of the auxiliary power supply device. In FIG. 3, the DC power supplied from the overhead wire 1 is taken into the vehicle by the pantograph 2 and is supplied to the traveling motor 4 which is a DC series-wound motor through the circuit breaker 3 and then the wheels 5 are connected to the rail 6. After returning to the substation, the DC power taken in by the pantograph 2 is given to the inverter device 10 as an auxiliary power supply device. The inverter 10 is provided with a switch 11, a filter reactor 12, and a filter capacitor 13 on the input side, and the DC power whose pulsation is removed by the filter reactor 12 and the filter capacitor 13 is a gate turn-off thyristor (hereinafter abbreviated as GT thyristor). ) 14 and the feedback diode 15 are connected in anti-parallel to each other, and the arm is bridge-connected to be converted into AC power by an inverter and a transformer 16 outputs a desired voltage. Here, the DC power supplied from the overhead line 1 has an irregular voltage every time the traveling motor 4 is started and stopped due to the long distance between the substations and the pantograph 2 passes through the section of the overhead line 1. And it fluctuates significantly. In order to convert this direct current power with drastic voltage fluctuation into constant voltage alternating current power, it is necessary to allow the GT thyristor 14 and the feedback diode 15 to have a sufficient rating.
Since the control must be devised, the inverter device 10 becomes expensive and large in size as compared with its capacity.

FIG. 4 is a layout diagram showing a conventional example of a train auxiliary power supply device using the inverter device 10 described above. In FIG. 4, the DC power taken from the overhead wire 1 via the pantograph 2 is distributed to each vehicle not equipped with the pantograph 2 by the DC lead-in wire 20. Each of these vehicles is provided with an inverter device 10 having the same content as that shown in FIG. 1, and DC power is supplied to the inverter device 10 from the above-described DC lead-in wire 20 to allow the wheels to operate. This DC power returns to the substation via 5 and rail 6. The inverter device 10 converts this DC power into AC power and supplies it to the AC load 21 in the vehicle. As described above, in the distributed power supply system in which the inverter device 10 is provided for each vehicle, each inverter device 10 can be controlled to the optimum state corresponding to each load 21, so that the auxiliary power supply device can be operated efficiently. However, since the device is divided, there is a disadvantage that the weight and volume per unit capacity of the auxiliary power supply device become large. Furthermore, since the DC power from the overhead wire 1 with a sharp voltage fluctuation is directly applied, each inverter device 10 also has the drawback of being large and expensive.

FIG. 5 is a layout diagram showing another conventional example of the train auxiliary power supply device using the inverter device 10. This fifth
In the figure, the DC power taken from the overhead line 1 via the pantograph 2 is applied to the inverter device 10, and then returns to the substation via the wheels 5 and the rails 6. The constant voltage AC power converted and output from the inverter device 10 is distributed to each vehicle by the AC lead wire 22 and is supplied to each AC load 21. Need a capacity that can handle. In the centralized power supply system as shown in FIG. 3, the inverter device 1 is different from the distributed power supply system described above.
Although it is possible to reduce the weight / volume per unit capacity of 0, it is impossible to perform optimum control according to the load, so a capacity is required to have a margin, and there is a drawback that the usage efficiency is reduced. Further, since the AC lead-through wire 22 has to supply not only active power to the load 21 but also reactive power, it also has a drawback that an electric wire having a large electric area must be used.

[Object of the Invention]

An object of the present invention is to provide a train auxiliary power supply device that is small and lightweight by converting and supplying direct-current power with drastic voltage fluctuations to alternating-current power suitable for a load.

[Main points of the invention]

According to the present invention, a direct-current power with drastic fluctuations in voltage is converted into a stable constant-voltage direct-current power by a direct-current converter, and this constant-voltage direct-current power is distributed to each vehicle, and each vehicle outputs the optimum alternating-current power for the load of the vehicle. It is intended to reduce the size and weight of the auxiliary power supply device by including the inverter.

Example of Invention

FIG. 1 is a layout showing an embodiment of the present invention. This first
In the figure, the DC power from the overhead line 1 with a sharp voltage fluctuation is taken into the vehicle by the pantograph 2 and applied to the DC converter device 30, and then returns to the substation via the wheels 5 and the rails 6.

The direct-current converter device 30 converts direct-current power, which has a large voltage fluctuation from the overhead wire 1, into direct-current power of a constant voltage by, for example, a tipper or a switching regulator, and the direct-current output voltage at this time is the voltage of the alternating-current load. You can choose freely according to. The constant voltage DC power output from the DC converter device 30 is distributed to each vehicle by the DC lead wire 31. The inverter device 32 provided in each vehicle converts this constant-voltage DC power into AC power and supplies it to the AC load 33. At this time, the power flowing through the pull-in wire 31 is only active power. The capacity of the DC converter device 30 and the cross-sectional area of the DC lead-through electric wire 31 may be the minimum required. In addition, the DC voltage supplied from the overhead line 1 is high voltage (generally 1,50
0V) is common, but the AC load in each vehicle is low voltage (generally 100-200V). Therefore, if the output voltage of the DC converter device 30 is selected so as to match the voltage of the AC load, the inverter device 32 may be composed of an inexpensive transistor or the like having good frequency characteristics but not high withstand voltage performance. Therefore, the inverter device 3 concerned
2 is small, lightweight and inexpensive.

FIG. 2 is a layout diagram showing a second embodiment of the present invention. In FIG. 2, an overhead wire 1, a pantograph 2, wheels 5, a rail 6, a DC converter device 30, a DC lead-in wire 3
The reference numeral 1 and the names, uses, and functions thereof are the same as those in the embodiment shown in FIG.

In the embodiment shown in FIG. 2, when the load of each vehicle is composed of a load such as a lighting load 36 that requires a constant voltage and a motor load such as a cooling load 38, each load is separated. Inverter devices with different characteristics are used. That is, the lighting load 36 is supplied with power from the constant voltage inverter device 35 that outputs a constant voltage AC power,
A cooling load 38 is connected to the VVVF inverter device 37 that outputs AC power of variable voltage and variable frequency.

An induction motor is used for the cooling load 38, and when the motor is started at full voltage, a starting current several times the rated current flows. Therefore, the power supply must have a capacity capable of supplying this starting current. However, if the VVVF inverter device 37 is used to output AC power of low frequency and low voltage from this device to start the induction motor, and then the frequency and voltage are gradually increased, as described above. Since the induction motor can be started without supplying a large starting current, the VVVF inverter device 37 does not need an extra capacity for starting the motor.

Although the DC power supplied from the overhead wire 1 is used as a power source in the above-described auxiliary power supply device, it can be applied to a case where another power source such as an engine generator installed in a vehicle is used as a power source.

〔The invention's effect〕

According to the present invention, the DC power with drastic voltage fluctuations is converted into the constant voltage DC power having the voltage suitable for the load by the DC converter device, and the constant voltage DC power is distributed to each vehicle by the DC lead wire, and each vehicle is The inverter device installed in the converter converts the constant voltage DC power into constant voltage AC power or variable voltage variable frequency AC power suitable for the load, and supplies the AC power to each load. . By configuring the train auxiliary power supply device in this way, the capacity of the DC converter device and the cross-sectional area of the DC lead wire can be limited to the capacity and cross-sectional area corresponding to the active power of the load, and the inverter device Since the DC voltage is constant, there is no need for extra capacity and it is compact and lightweight. Further, since it is possible to use an inverter device having a capacity that does not need to consider the starting current even with respect to the motor load, the auxiliary power supply device is small, lightweight and inexpensive as a whole. Furthermore, the optimum control of the load can be performed, so the efficiency of the device can be improved.

[Brief description of drawings]

1 and 2 are configuration diagrams showing different embodiments of the present invention, and FIGS. 3 to 5 are circuit diagrams or configuration diagrams showing conventional examples. 1 ... overhead line, 2 ... pantograph, 3 ... circuit breaker, 4 ...
… Travel motor, 5 …… Wheels, 6 …… Rail, 10 …… Inverter device, 11 …… Switch, 12 …… Filter reactor, 13 …… Filter condenser, 14 …… GT
Thyristor, 15 ... Feedback diode, 16 ... Transformer, 20 ... DC pulling wire, 21 ... AC load, 2
2 ... AC lead wire, 30 ... DC converter device, 31 ... DC lead wire, 32 ... Inverter device, 33 ... AC load, 35 ... Constant voltage inverter device, 36 ... Lighting load, 37 ...... VVVF inverter device,
38 ... Cooling load.

Claims (1)

[Claims] 1. A train in which a vehicle equipped with a current collector that takes in high-voltage DC power from a DC power supply line and a vehicle not equipped with the current collector are connected to each other, and an AC load is applied to each vehicle. A train auxiliary power supply device for supplying a desired low-voltage AC power to a vehicle equipped with a current collector, which is a high-voltage DC power source taken from a DC power line through the current collector. A DC converter device for converting electric power into DC power having a low constant DC voltage, and a DC converter device connected to an output terminal of the DC converter device and sequentially passed from a vehicle equipped with a current collector to another vehicle. An inverter that is installed in each vehicle and has a DC input side connected to the DC introduction wire in the vehicle and that converts the AC power of a constant voltage and a constant frequency into the lighting load of the vehicle. Train for auxiliary power unit, characterized in that it includes a, an inverter device that converts the AC power of variable voltage and variable frequency to the cooling load or the like in location as well as the vehicle.