WO2020067304A1

WO2020067304A1 - Railroad vehicle drive device, method of outfitting same, railroad vehicle equipped with said drive device, and method of producing same

Info

Publication number: WO2020067304A1
Application number: PCT/JP2019/037896
Authority: WO
Inventors: 石川　勝美; 秋山　悟; 航成木; 乾塚本; 浩史小暮
Original assignee: 株式会社日立製作所
Priority date: 2018-09-27
Filing date: 2019-09-26
Publication date: 2020-04-02
Also published as: JP6967162B2; JPWO2020067304A1

Abstract

In order to reduce the volume and mass of a railroad vehicle drive device as a whole while keeping overhead wiring protected from overcurrent as before, and to reduce overall cost during railroad vehicle production, this railroad vehicle drive device is provided with: a line breaker which cuts off a DC current supplied from DC overhead wiring to a railroad vehicle; a current limiter connected to the line breaker in series; an inverter device comprising a power unit for converting DC power supplied via the current limiter into three-phase AC power, and a filter capacitor; and a filter reactor connected between the current limiter and the filter capacitor. All of the constituent components are contained in the same chassis and integrally mounted on the railroad vehicle. In this way, the filter reactor can be reduced in size, so that, by housing a main circuit from the current limiter to the inverter device in the same chassis and installing and wiring the chassis under the floor of the railroad vehicle, it is possible to complete outfitting for the main circuit system and to significantly reduce the number of wires under the vehicle floor and the number of outfitting man-hours during railroad vehicle production.

Description

Driving device for railway vehicle, outfitting method, railway vehicle equipped with the driving device, and production method thereof

The present invention relates to a railway vehicle drive device having a current breaker, a current reducer, and an inverter device.

FIG. 4 is a diagram showing an example of the configuration of a conventional railway vehicle drive device.
As a conventional railway vehicle drive device, an inverter in which a high-speed circuit breaker (HB) 15, a breaker (LB1, LB2) 7, and a filter reactor (FL) 5 are connected in series and a filter capacitor (FC) 6 is built in The 1C4M control system for driving four motors (IM1 to IM4) 16 using the device (INV) 4 is mainly used. Regarding the power supply path from the overhead line, a main switch (MS) 8 for electrically disconnecting the overhead line voltage from the main circuit via a pantograph 13 and a main fuse (MF) 14 from a 1500 V DC overhead line, and a ground side And a ground switch (GS) 9 for electrically separating the main circuit from the main circuit. An overvoltage protection circuit (OVT) 3 having an overvoltage discharge element (OVTr), a discharge resistor (OVRe) and a voltmeter (DCPT2) is further provided. Further, a voltmeter (DCPT1) 11, a discharge resistor (DCHRe) 12, and a discharge Switch (DS) 10. In the conventional railway vehicle drive device, the main circuit unit 1 including the high-speed circuit breaker (HB) 15, the filter reactor (FL) 5, the inverter device (INV) 4, and the disconnectors (LB1, LB2) 7 Each box is configured as a separate box (in the figure, each box is indicated by a broken-line frame).

FIG. 5 is a diagram illustrating an example of a conventional under-floor arrangement of equipment mounted on a railway vehicle.
As shown in FIG. 5, under the vehicle floor, in addition to the above boxes, an INTEROS box (a box for a control transmission / monitoring device of a railway vehicle) 21, a disconnector box 22, an SIV disconnector box 23, a bus breaker A box 24, a brake control device 25, a supply air tank 26, an anti-skid valve device 27, and a direct spare brake device 28 are provided.

Patent Document 1 (Japanese Unexamined Patent Application Publication No. 2001-37004) discloses an inverter type suitable for overhead wire overcurrent protection at the time of inverter phase short-circuiting in order to improve regenerative braking performance at high speed even when overhead wire voltage is low. In order to provide an electric vehicle control device, a pantograph supplied with power from an overhead wire, a current breaker, a high-speed circuit breaker, a semiconductor switch connected in parallel to a resistor, a filter device including a reactor and a capacitor, An inverter-type electric vehicle including an inverter device and an electric motor, which is provided with means for controlling on / off of a semiconductor switch so that a terminal voltage of the resistor becomes a difference voltage between an electric motor voltage and an overhead line voltage during regenerative braking. It has been disclosed.

Patent Document 2 (Japanese Patent Application Laid-Open No. 2007-26167) discloses that as a means for reducing the number of man-hours at the time of outfitting, each device is preliminarily outfitted in a cabinet, and a complex of each device and the cabinet is integrated. A method of outfitting is disclosed.

JP 2001-37004 A JP 2007-26167 A

(4) As a result of the inventor's earnest study on miniaturization of the volume and mass of the entire railway vehicle drive device and cost reduction in the production of railway vehicles, the inventors have obtained the following knowledge.

The conventional railway vehicle drive device has a configuration suitable for protection of overhead wire overcurrent. For example, if any one of the elements (4A, 4B, and 4C) of the power unit (PU) in the inverter device (INV) 4 fails and an arm short circuit occurs, an inrush current flows from the DC power supply (DC overhead wire). The rate of increase of the rush current becomes large, and the opening time of the high-speed circuit breaker (HB) 15 mounted on the vehicle is delayed (in the case of a mechanical circuit breaker, usually about 10 ms). As a result, the short-circuit current may increase sharply, and the high-speed circuit breaker (HB) of the DC substation (not shown) may perform a breaking operation. The reactor (FL) 5 has a large inductance value of about 8 mH. However, with this, the mass of the filter reactor (FL) 5 is very heavy, for example, about 500 kg, and occupies a large volume.

If the inductance value of the filter reactor (FL) is reduced to, for example, 1/4 of 2 mH, the rise rate of the short-circuit current when a short-circuit occurs in any one phase of the power unit is 1500 V / 2 mH = 750 A / ms. Assuming that the opening delay of the high-speed circuit breaker (HB) is 10 ms, the short-circuit current reaches 7500 A before the on-vehicle high-speed circuit breaker (HB) opens. The set value of the overcurrent interruption of the high-speed circuit breaker (HB) of the DC substation varies depending on the capacity of the substation, but is usually about 5,000A to 10,000A. Therefore, the short-circuit current may cause the high-speed circuit breaker (HB) of the DC substation to operate.

Further, as described above, the conventional railway vehicle drive device includes main devices (the high-speed circuit breaker (HB) 15, the filter reactor (FL) 5, the inverter device (INV), and the disconnector (LB)). The main circuit unit 1 includes a separate box, which increases the volume and mass of the entire railway vehicle drive device, and as shown by the solid line with arrows in FIG. In practice, the number of wires under the vehicle floor for (15) and (15) has increased, and the number of outfitting steps for railway vehicles has also increased.

In Patent Literature 1, when a phase is short-circuited in an inverter or grounded to an overhead wire, a semiconductor switch is turned off and a resistor is inserted to quickly reduce an overcurrent generated in the overhead wire, so that a high-speed circuit breaker (HB) or a current breaker is used. Large current interruption such as (LB1, LB2) can be suppressed. However, the volume and mass of the entire railway vehicle drive device have not been reduced, nor has the cost of railway vehicle production been reduced.

Furthermore, in the manufacture of railway vehicles, when equipping the mounted equipment under the floor of the vehicle, it is necessary to keep the axle load balance, that is, the load applied to each wheel, from the viewpoint of the running stability of the vehicle. In order to realize this, it is necessary to determine the outfitting position in consideration of the weight and the position of the center of gravity of each device. However, since the center of gravity of each device does not always coincide with the center of the box in which it is stored, and the number of boxes is large, there are many parameters to be considered for the relative positional relationship between the boxes, and the outfitting position is determined. There was a problem that was difficult. In addition, since the number of equipment boxes to be mounted is large, there is a problem that the man-hours required for outfitting each device to a vehicle body and connecting wires between the devices are large.

The method described in Patent Document 2 is also effective in reducing the number of steps for fitting an equipment box to a vehicle body, but since the number of equipment boxes does not change, the number of wirings between equipment and terminal blocks used for connection points, etc. There is no effect of reducing the number of. In addition, since the volume and mass of the cabinet itself are added, the power consumption during traveling is increased due to an increase in the weight of the vehicle body, and there is a problem that the available area of the underfloor space is reduced.

The object of the present invention is to reduce the volume and mass of the entire railway vehicle drive device and to reduce the overall cost of railway vehicle production while maintaining the protection function against overhead line overcurrent as in the past.

A drive device for a railway vehicle according to the present invention supplies a current through a current breaker that interrupts a DC current supplied to a railway vehicle from a DC overhead line, a current reducer connected in series to the current breaker, and a current reducer. Power unit that converts DC power to three-phase AC power and a filter capacitor, and a filter reactor connected between the current reducer and the filter capacitor, all of these components in the same housing. It is housed and integrally mounted on a railway car.

According to the present invention, the overcurrent is rapidly reduced by the current reducer as compared with the conventional mechanical HB, so that the filter reactor, which had to be increased in size in order to suppress the rise rate of the current, can be reduced in size. This allows the main circuit from the current reducer to the inverter device to be housed in the same housing, and the installation and wiring of the housing under the floor of the railcar completes the outfitting of the main circuit system . As a result, the number of wires under the vehicle floor can be significantly reduced, and the number of outfitting steps during production of the railway vehicle can be significantly reduced.

1 is a diagram illustrating an example of a configuration of a railway vehicle drive device according to a first embodiment of the present invention. FIG. 2 is a top view of an arrangement example in which main devices in the railway vehicle drive device according to the present invention of FIG. 1 are housed in the same box made of a rectangular parallelepiped to form an integrated box. FIG. 3 is a diagram illustrating an underfloor arrangement of a railway vehicle equipped with the integrated box illustrated in FIG. 2. It is a figure which shows an example of a structure of the conventional railway vehicle drive device. It is a figure which shows an example of the underfloor arrangement | positioning of the equipment mounted on a conventional railway vehicle. It is a figure showing an example of the composition of the drive device for rail vehicles concerning Example 2 of the present invention. FIG. 9 is a diagram illustrating an example of a configuration of a railway vehicle drive device according to a third embodiment of the present invention. FIG. 9 is a diagram illustrating an example of a configuration of a railway vehicle drive device according to a fourth embodiment of the present invention. It is a figure showing an example of the composition of the drive for railway vehicles concerning Example 5 of the present invention. It is the figure which looked at the apparatus layout of the drive device for railway vehicles shown in FIG. 9 from the upper surface. It is a figure which shows an example of the underfloor outfitting arrangement | positioning of the railway vehicle mounted with the integrated box shown in FIG. FIG. 11 is a diagram showing an underfloor outfitting arrangement of the railway vehicle equipped with the integrated box according to the first embodiment, which is a layout that follows the equipment layout shown in FIG. 10. It is a main circuit connection figure shown as an example of the structure of the drive device for railway vehicles which concerns on Example 6 of this invention. FIG. 19 is a diagram illustrating an example of a layout in a box of an integrated box according to the sixth embodiment. It is a figure showing an example of the layout in a box of a one-piece box concerning Example 7 of the present invention. It is a figure showing an example of underfloor outfitting arrangement concerning Example 8 of the present invention.

Embodiments 1 to 8 will be described below with reference to the drawings as embodiments for carrying out the present invention.
In the following examples, where necessary for convenience, the description will be divided into a plurality of sections or details, but unless otherwise specified, they are not unrelated to each other, and one is a part of the other. Or, there is a relationship of all the modified examples, details and supplementary explanations. In addition, in the following examples, when referring to the number of elements (including the number, numerical value, amount, range, etc.), unless otherwise specified, or limited to the number clearly specified in principle, etc. However, the number is not limited to the specified number, and may be more than or less than the specified number.

Furthermore, in the following embodiments, the constituent elements (including element steps, etc.) are not necessarily essential unless otherwise specified or in principle considered to be clearly essential. . Similarly, in the following embodiments, when referring to the shape, positional relationship, and the like of the components, the shape and the like are substantially the same unless otherwise specified, and in cases where it is considered that it is obviously not in principle. And the like or similar. This is the same for the above numerical values and ranges.

FIG. 1 is a diagram illustrating an example of a configuration of a railway vehicle drive device according to a first embodiment of the present invention.
Description of the same components as those of the conventional railway vehicle drive device shown in FIG. 4 will be omitted, and only different components will be described.

First, in place of the conventional high-speed circuit breaker (HB) 15, for example, when a fault current is generated in the inverter power unit PU, a semiconductor current reducer (SHB) 2 for reducing the fault current is provided. LB1, LB2) 7, the main circuit is opened when the current-reduction current is cut off or the inverter malfunctions. The semiconductor current reducer (SHB) 2 includes a current reducing element SHBTr1, a current reducing resistor DRe, a filter capacitor (FC) charging element SHBTr2, and a charging resistor CHRe.

FIG. 2 is a diagram showing a main structure of the railway vehicle drive device according to the present invention shown in FIG. 1 in which the main components are housed in the same box (enclosed by a broken line in the figure) formed of a rectangular parallelepiped. FIG. 4 is a diagram of an example of the arrangement when viewed from above (hereinafter, the same box is referred to as an “integrated box”). The longitudinal direction of the rectangular parallelepiped is, as shown, the short direction (railway direction) of the railway vehicle.

As a device to be housed, a power unit (PU) including a disconnector (LB) 7, a semiconductor current reducer (SHB) 2, a filter reactor (FL) 5, an overvoltage protection circuit (OVT) 3, and a filter capacitor (FC) 6 4, an inverter device (INV), a main switch (MS) 8, a ground switch (GS) 9, and an inverter device (INV) and a semiconductor current reducer (SHB) 2 (not shown in FIG. 1). Is a logic unit 100 for controlling the operation of. In addition, a cooler 400 provided on the outer surface of the power unit (PU) 4 and a cooler 200 provided on the outer surface of the semiconductor current reducer (SHB) 2 are provided so as to protrude to the outside.

Here, a filter reactor (FL, hereinafter sometimes abbreviated as “FL”) is a main heavy object constituting the drive system, and the inductance value of the FL mounted on a general DC train is, for example, 8 mH. It is about. Reduction of the inductance value of the FL is effective in reducing the weight and size of the FL, and the reduction in size and weight of the FL facilitates design such as incorporating the FL into the housing of the drive system.

However, there is a limit to the reduction of the inductance value due to the requirement of the electrical function to be performed by the FL in the drive system. The main functions of the FL that determine this lower limit are the suppression of the current increase rate (time gradient) in the event of an overcurrent accident and the return current noise flowing through the current path from the overhead wire to the drive system to the return. Passage suppression.

Therefore, if the above two functions are assisted by equipment other than the FL and the required functional specifications can be satisfied, the FL can be reduced in inductance. Examples of this means include a high-speed current cutoff by applying a semiconductor current reducer (SHB) as a measure against an overcurrent accident, and a noise reduction by applying an active filter (AF) as a measure against a return current noise. .

The above means makes it possible to reduce the inductance of the FL, but the reduced inductance is compensated for by equipment other than the FL. Therefore, as the inductance is reduced, higher performance is required for the semiconductor current reducer (SHB) and the active filter (AF). Therefore, there is an optimum point for reducing the inductance of the FL from the viewpoint of the mass, size, cost, etc. of the entire system.

Here, if the inductance of the FL is reduced to about 4 mH or less, which is half the conventional value, it is considered that there is a merit as a system combining SHB and AF. Further, when the inductance of the FL is set to about 3 mH or less, the mass of the FL can be reduced to about half of the conventional one, and the weight in the integrated box can be easily balanced. Will be.

踏まえ Based on this point, 2 mH is an example of the optimum point. However, the lower limit value of FL is determined by a trade-off between various conditions such as an allowable range for a decrease in AC impedance from the overhead line to the return line, and an allowable range of a filter capacitor (FC) that increases in response to a decrease in the inductance of the FL. Therefore, it is difficult to clearly define it, but it is estimated to be about 1 mH in consideration of the current technical level.

Here, the filter reactor (FL) 5 is reduced in size and weight to, for example, 2 mH by adopting the semiconductor current reducer (SHB) 2, but is the largest heavy object among the built-in components, and Place in the center of the direction. By arranging at the center, it is easy to match the center of gravity of the integrated box 1 with the center, and it is easy to handle when the integrated box 1 is attached. In addition, the inverter device (INV) having the semiconductor current reducer (SHB) 2, the power unit (PU) 4, and the overvoltage protection circuit (OVT) 3 uses a semiconductor element as a component, so that the vehicle travels from the outside. It is arranged at the longitudinal end of the integrated box 1 as an environment where cooling is expected due to wind and easy to cool.

の As described above, the volume and mass of the entire railway vehicle drive device can be reduced by integrating the housing devices into a single box.

FIG. 3 is a diagram illustrating an underfloor arrangement of a railway vehicle equipped with the integrated box illustrated in FIG. 2.
As described above, the integrated box 1 mounted on the railway vehicle is arranged around the filter reactor (FL) (in FIG. 3, the filter reactor (FL) is shown as being included in the active filter (AF)). ), The left and right weight balance is maintained with respect to the sleeper direction. If the length in the longitudinal direction of the integrated box 1 is, for example, 1067 mm or more of the line width, the semiconductor elements constituting the semiconductor current reducer (SHB) and the inverter device (INV) mounted on the integrated box 1 are from the outside. The cooling effect of the traveling wind can be obtained. Thereby, the rating of the semiconductor element can be reduced, and the cooling system can be downsized.

配線 Further, as shown in FIGS. 2 and 3, a wiring duct 600 is installed on a surface of the integrated box 1 that faces in the longitudinal direction. Therefore, it is sufficient to insert only one wire drawn from the overhead wire, and the number of wires under the vehicle floor can be significantly reduced. Also, the number of outfitting steps for railway vehicles can be significantly reduced.

インタフェース Furthermore, the interface for electrically connecting the outside and inside of the integrated box is not limited to the above-described wiring duct, and may be configured using, for example, a cleat method or a connector connection.

FIG. 6 is a diagram illustrating an example of the configuration of the railway vehicle driving device according to the second embodiment of the present invention.
The difference from the first embodiment shown in FIG. 1 is that an active filter (AF) 51 is used instead of the filter reactor (FL) 5. When the inductance of the filter reactor (FL) 5 is reduced to, for example, about 2 mH, there is a concern about an increase in return current noise affecting signal devices. In order to prevent this, an active filter (AF) 51 in which the filter reactor (FL1) is used as a primary winding and a secondary winding (FL2) magnetically coupled to the filter reactor (FL1) as the primary winding is added. The negative phase current of the retrace current noise is injected into the DC stage via the secondary winding (FL2).

An active filter control device (shown by a dashed line in FIG. 2) that monitors a return current and injects a reverse-phase current of the return current noise is provided to the secondary winding (FL2) of the active filter (AF) 51. The active filter control device 500) is connected.

In addition to the first embodiment, by replacing the filter reactor (FL) 5 with an active filter (AF) 51 and adding an active filter control device 500, the volume and mass of the entire railway vehicle drive device can be reduced. It is also possible to reduce the effect on the signal equipment of the railway system.

FIG. 7 is a diagram illustrating an example of a configuration of the railway vehicle driving device according to the third embodiment of the present invention.
The difference from the first embodiment shown in FIG. 1 is that two motors (IM) 16 controlled by one power unit (PU) 4 are used (1C2M). Since the power unit (PU) 4 is arranged and connected to each of the two sets of motors (IM), there is an advantage that the motor (IM) 16 can be controlled more accurately.

In the third embodiment, the components of the overvoltage protection circuit (OVT) including the filter capacitor (FC) 6 other than the power unit (PU) 4 and the overvoltage discharging element OVTr are the same as the power unit (PU) group 1 (PU1). Shared use by two groups (PU2). In this way, by using some circuit components of the so-called 1C2M control in common, it is possible to suppress an increase in member costs of the entire inverter.

FIG. 8 is a diagram illustrating an example of a configuration of a railway vehicle drive device according to the fourth embodiment of the present invention.
The difference from the first embodiment shown in FIG. 1 is that the circuit configuration of the semiconductor current reducer (SHB) 2 is different. In the fourth embodiment, the downflow resistance (DRe) and the charging resistance (CHRe) constituting the semiconductor current reducer (SHB) 2 are connected in parallel. The advantage of this configuration is that the path through which the reduced current flows is two paths, the reduced resistance (DRe) and the charging resistance (CHRe). DRe and CHRe) can be consumed, so that the rating or the number of current-reducing resistors (DRe) can be reduced. In the first embodiment, since it is necessary to consume the current flowing through only the current reducing resistor (DRe), the resistor mass of the current reducing resistor (DRe) must be larger than that in the fourth embodiment. As described above, by connecting the current reducing resistor (DRe) and the charging resistor (CHRe) constituting the semiconductor current reducer (SHB) 2 shown in FIG. Is possible.

FIG. 9 is a diagram illustrating an example of a configuration of the railway vehicle driving device according to the fifth embodiment of the present invention. DC power obtained by a pantograph (PAN) 13 from a DC overhead line is supplied to a high-speed circuit breaker (HB) 14, an interrupter (LB1, LB2) 7, a filter reactor (FL) 5, a power unit (PU) 4 (a filter capacitor FC6). Are transmitted in the order of the inverter device INV).
FIG. 10 is a diagram of a device layout of the railway vehicle driving device illustrated in FIG. 9 as viewed from above. This is a device layout in a case where main devices are housed in the same box made of a rectangular parallelepiped to form an integrated box.

The equipment layout in the box shown in FIG. 10 is such that the high-speed circuit breaker (HB) 15 and the filter reactor (FL) 5 housed in independent boxes in the conventional existing configuration shown in FIG. (LB) 7, a power unit (PU) 4 (with a built-in filter capacitor 6), a control logic unit 100, and other devices constituting a power converter for converting DC power to three-phase AC power required for driving a motor. It is configured as an integrated box that is taken in and housed in the same housing. The long side direction of the one-piece box 1 is the sleeper direction.

The main heavy objects among the devices included in the one-piece box 1 are the power unit (PU) 4 and the filter reactor (FL) 5, and the arrangement in these boxes is dominant in determining the position of the center of gravity of the one-piece box 1. is there.

Here, it is desirable that the center of gravity of the equipment box fitted to the vehicle body coincides with the center of the one-piece box 1 in order to balance the weight of the underfloor fittings in the vehicle traveling direction and the crossties direction. As shown in FIG. 1, by disposing the power unit (PU) 4 and the filter reactor (FL) 5 on opposing side surfaces, preferably at diagonal positions, the center of gravity of the integrated box easily matches the center position of the integrated box. Can be done.

Regarding the arrangement of individual devices other than the power unit (PU) 4 and the filter reactor (FL) 5 in the box, it is desirable that the devices are arranged in the connection order of the main circuit wiring from the viewpoint of simplifying the wiring in the box. That is, a high-speed circuit breaker (HB) 14, a breaker (LB) 7, and a filter reactor (FL) 5 are arranged in this order on one side of the integrated box 1, and a power unit (PU) 4 is provided on the opposite side. By arranging, the main circuit wiring can be wired without crossing in the box.

In addition, at least one or more openings (two in FIG. 1) are provided in the center of the integrated box 1. The opening is provided for performing maintenance of devices mounted inside the integrated box. The installation of the opening is the same in each of the following embodiments.

FIG. 11 is a diagram showing an example of an underfloor outfitting arrangement of a railway vehicle equipped with the integrated box 1 shown in FIG. The equipment mounted under the floor includes an integrated box 1 constituting a main circuit, a control transmission / monitor box 21, a disconnector box 22, a SIV disconnector box 23, a bus breaker box 24, a brake control device 25, an air supply tank. 26, an anti-skid valve device 27, a direct backup brake device 28, and the like. As shown in FIG. 3, by equipping the integral box 1 having the center of gravity substantially at the center, the weight balance design of the vehicle is facilitated, and the study of the outfitting and the number of steps of the underfloor outfitting can be reduced.

FIG. 12 is a diagram in which the underfloor outfitting arrangement of the railway vehicle when the integrated box 1 according to the first embodiment is mounted is a layout that follows the equipment layout shown in FIG. 10.
The filter reactor (FL) 5 and the power unit (PU) 4 are arranged diagonally in the box. Since the semiconductor current reducer (SHB) 2 is a heating element, a cooler 201 is required. By arranging the semiconductor current reducer (SHB) 2 and the power unit (PU) 4 at opposing positions, the air whose temperature has risen in one cooler does not hit the other cooler, and the influence of heat generation by each other is reduced. Cooling can be performed without receiving.

配置 By arranging as described above, it is possible to provide a drive system that is smaller, lighter, and energy saving as compared with the fifth embodiment.

Example 6 of the present invention is an embodiment in which two groups of inverter devices are housed in an integrated box. FIG. 13 is a main circuit jumpsuit diagram illustrating an example of the configuration of the railway vehicle drive device according to the sixth embodiment. With the configuration of the two groups, each device of the main circuit has a double configuration.

There are a plurality of possible positions where the DC power from the pantograph (PAN) 13 is branched into each group. FIG. 13 shows the pantograph (LB1, LB2) 7 of the disconnectors (LB1, LB2) 7 so as to cope with a failure of one group. An example is shown in which branching is performed on the (PAN) side and DC power is supplied to each group.

FIG. 14 is a diagram illustrating an example of an in-box layout of an integrated box according to the sixth embodiment. The power units (PU1, PU2) 4, the filter reactors (FL1, FL2) 5, and the disconnectors (1GLB, 2GLB) 7 exist individually in each group, and two units are arranged in an integrated box.

In particular, in consideration of application to a relatively narrow vehicle limit, for example, a subway, etc., the power units (PU1, PU2) 4 are collectively arranged on one side in order to reduce the size of the sleeper. It is desirable.

Regarding the size of the cooler, the cooler 200 of the power unit (PU1, PU2) 4 is larger than the cooler 201 of the semiconductor current reducer (SHB) 2 in consideration of the respective heat values. When the power units (PU1, PU2) 4 having the large-sized coolers 200 are arranged on both side surfaces in the vehicle traveling direction, the ratio of the coolers 200 in the sleeper direction increases, resulting in an increase in the box size and the vehicle in the sleeper direction. Limits may be exceeded. In order to prevent this, in the present embodiment, two power units (PU1, PU2) 4 are arranged on one side surface.

On the other hand, the semiconductor current reducer (SHB) 2 is disposed on the side opposite to the power unit (PU1, PU2) 4 in order to avoid the influence of hot air from the cooler 200 of the power unit (PU1, PU2) 4. However, when the vehicle limit is severely restricted, the power unit (PU1, PU2) 4 and the semiconductor current reducer (SHB) 2 can be arranged on the same side surface by giving priority to physical dimensions over thermal conditions. .

By integrating the drive systems of the two groups shown in this embodiment into one box, the number of members constituting the integrated box can be reduced and the total amount of the two groups can be reduced as compared with the case where each group is provided as an individual box. It becomes possible to reduce the box size. As a result, it is possible to obtain the effect of reducing cost and outfitting space.

FIG. 15 is a diagram showing an example of a layout in a box of an integrated box according to the seventh embodiment of the present invention. The feature of this embodiment is that the power unit (PU) 4 and the semiconductor current reducer (SHB) 2 are arranged on the same side surface in an integrated box.

In the current state of the art, since the mass of the filter reactor (FL) is generally larger than that of the power unit (PU), the disconnector (LB) 7 and the semiconductor current reducer (SHB), which are heavier than the control logic unit, are used. 2 is disposed on the side opposite to the filter reactor (FL) 5. This makes it easier to balance the weight in the direction of the sleeper, and makes the center of gravity more easily coincide with the center of the box as compared with the case where the power unit (PU) 4 and the semiconductor current reducer (SHB) 2 are arranged on the opposite side surfaces. Can be.

In addition, since the cooler 200 for the power unit (PU) 4 and the cooler 201 for the semiconductor current reducer (SHB) 2 are concentrated on one side, protrusions from the box are collected on only one side. The length of the integrated box in the sleeper direction can be reduced or the space in the box can be increased.

Also, regarding the arrangement of the power unit (PU) 4 and the semiconductor current reducer (SHB) 2, considering the heat radiation efficiency as a cooler, when both are adjacent to each other, the air temperature received by the other radiator due to heat generation of one is reduced. It should be avoided because it will raise the cooling performance. Therefore, the layout according to the present embodiment is an example in which a breaker (LB) 7 is arranged between the power unit (PU) 4 and the semiconductor current reducer (SHB) 2 to secure a space between the two coolers. It is shown.

FIG. 16 is a diagram showing an example of an underfloor outfitting arrangement according to the eighth embodiment of the present invention. The present embodiment is an example in which the integrated box 1 according to the present invention and a separate auxiliary power supply (SIV) 61 are installed under the floor of the same vehicle.

艤 One of the integrated box 1 and the auxiliary power supply (SIV) 61 is installed at a position offset from the center of the vehicle in the forward direction of the vehicle, and the other is installed at a position offset rearward in the direction of the vehicle. Since the integrated box 1 and the auxiliary power supply (SIV) 61 are the main heavy objects of the underfloor equipment, it is possible to easily balance the axial load in the traveling direction by arranging the outfitting.

FIG. 16 shows an example in which the integrated box 1 and the auxiliary power supply (SIV) 61 are adjacent to each other, and the outfitting position of both is near the center of the vehicle. However, both are always concentrated near the center of the vehicle. There is no need to arrange another device between the integrated box 1 and the auxiliary power supply (SIV) 61.

Since the auxiliary power supply (SIV) operates using the DC power obtained from the DC overhead line like the main circuit, the power supply line for transmitting the DC power can be reduced by rigging in the arrangement shown in this embodiment. can do.

As described above, the present invention has been specifically described based on the respective embodiments. However, the present invention is not limited to the embodiments shown in Embodiments 1 to 8, and may be variously modified without departing from the gist thereof. Needless to say.

Each of the above embodiments has been described in detail in order to explain the present invention in an easily understandable manner, but is not necessarily limited to those having all the configurations described above. Further, for a part of the configuration of each embodiment, it is possible to add, delete and replace another configuration.
For example, as one, the circuit configuration of the semiconductor current reducer (SHB) 2 shown in the fourth embodiment of FIG. 8 and the 1C2M control method shown in the third embodiment of FIG. 7 may be combined.

{Circle around (1)} The semiconductor element group used in the power unit (PU) 4 has a so-called 2 in 1 type power module configuration in which upper and lower arms are integrated into one, but is not limited to this. A so-called 1-in-1 type power module mounted on each arm may be used.

On the other hand, a power unit configuration in which the power unit constituting the inverter and the brake chopper element are shared may be employed.
On the other hand, the transformer-type filter reactors (FL1 and FL2) may be an air-core type or an iron-core type.

Alternatively, the motor may be an induction motor (IM) or a permanent magnet synchronous motor (PMSM). When using a permanent magnet synchronous motor (PMSM), a plurality of power units (PU) 4 are provided for each motor (for example, for four groups) as shown in FIG. 6, while a filter capacitor (FC) and an overvoltage protection circuit (OVT) are provided. Is a common configuration. According to this, the advantage of maximizing the effect of reducing the loss of the motor and reducing the weight of the main circuit system can be enjoyed.

Further, in the above-described first to eighth embodiments, when the railway vehicle drive device is fitted and mounted on the railway vehicle, the drive device is disposed under the floor of the vehicle, but may be disposed on the roof of the vehicle. Applicable.

1… Integral box, 2… Semiconductor current reducer (SHB),
3: Overvoltage protection circuit (OVT), 4: Power unit (PU),
5: filter reactor (FL), 6: filter capacitor (FC),
7: disconnector (LB1, LB2), 8: main switch (MS),
9 ground switch (GS), 10 discharge switch (DS),
11: voltmeter (DCPT1), 12: discharge resistance (DCHRe),
13: Pantograph, 14: Main fuse (MF),
15: High speed circuit breaker (HB), 16: Motor (IM),
21: INTEROS box, 22: disconnector box, 23: SIV disconnector box,
24 ... busbar breaker box, 25 ... brake control device, 26 ... supply air tank,
27: anti-skid valve device, 28: direct through-brake device,
51: active filter (AF), 61: auxiliary power supply (SIV),
100: logic unit, 200, 201, 202, 400: cooler,
500: Active filter control device, 600: Wiring duct

Claims

As a component of a railway vehicle drive unit,
An interrupter for interrupting a DC current supplied from a DC overhead line to a railway vehicle;
A current reducer connected in series to the current breaker,
An inverter device including a power unit and a filter capacitor for converting DC power supplied through the current reducer into three-phase AC power,
A filter reactor connected between the current reducer and the filter capacitor,
A railway vehicle drive device, wherein all the components are housed in the same housing mounted on the railway vehicle.
The railway vehicle drive device according to claim 1, wherein
A drive device for a railway vehicle, wherein an inductance value of the filter reactor is 4 mH or less.
The railway vehicle drive device according to claim 1, wherein
The drive device for a railway vehicle, wherein an inductance value of the filter reactor is 3 mH or less.
The railway vehicle drive device according to any one of claims 1 to 3, wherein:
The drive device for a railway vehicle, wherein the current reducer is a semiconductor current reducer including a semiconductor power module including a switch element and a diode and a resistor.
The railway vehicle drive device according to any one of claims 1 to 4, wherein:
The inverter device has an overvoltage prevention circuit between the filter reactor and the filter capacitor.
The railway vehicle drive device according to any one of claims 1 to 5, wherein:
The filter reactor is disposed at a center in a longitudinal direction of the housing,
The drive unit for a railway vehicle, wherein the power unit is disposed on any of the side surfaces facing the vehicle traveling direction in the same casing.
The railway vehicle drive device according to any one of claims 1 to 5, wherein:
A drive device for a railway vehicle, wherein the filter reactor and the power unit are arranged on respective side surfaces facing in the vehicle traveling direction in the same casing.
The railway vehicle drive device according to claim 7, wherein
A drive device for a railway vehicle, wherein the filter reactor and the power unit are arranged at diagonal positions on respective side surfaces facing the vehicle traveling direction in the same casing.
The railway vehicle drive device according to claim 7, wherein:
A drive device for a railway vehicle, wherein the current breaker, the current reducer, and the filter reactor are arranged on the side surface on which the filter reactor is arranged in the order in which they are connected from the DC overhead wire.
The driving device for a railway vehicle according to claim 7, wherein the driving device for a railway vehicle according to claim 8 or 9,
The drive unit for a railway vehicle, wherein the power unit and the semiconductor current reducer are arranged on the side surface on which the power unit is arranged with the current breaker interposed therebetween.
The railway vehicle drive device according to any one of claims 7 to 10, wherein:
The drive device for a railway vehicle, wherein the housing has an opening near a center of the railway vehicle in a sleeper direction.
The railway vehicle drive device according to any one of claims 6 to 11, wherein:
The power unit for a railway vehicle, wherein the power unit includes a cooler disposed on the side surface on which the power unit is disposed and protruding from the side surface to the outside.
The driving apparatus for a railway vehicle according to any one of claims 6 to 7 citing claim 4 and claims 8 to 12 citing claim 7.
The drive device for a railway vehicle, wherein the current reducer includes a cooler disposed on the side surface on which the current reducer is disposed and protruding from the side surface to the outside.
The railway vehicle drive device according to any one of claims 1 to 13, wherein:
The drive device for a railway vehicle, wherein the housing is a rectangular parallelepiped whose longitudinal direction is the direction of the sleeper of the railway vehicle.
The railway vehicle drive device according to any one of claims 1 to 14, wherein:
The railway vehicle drive device, wherein a length of the casing in a longitudinal direction is equal to or more than a track width of a track on which the railway vehicle travels.
The railway vehicle drive device according to any one of claims 1 to 15, wherein:
The filter reactor comprises an active filter having a primary winding and a secondary winding, and a control circuit for injecting a reverse-phase current of retrace current noise is connected to the secondary winding. Drive device for railway vehicles.
The railway vehicle drive device according to any one of claims 1 to 16, wherein:
The inverter device includes a plurality of the power units,
A railway vehicle drive device, wherein each of the plurality of power units drives an electric motor.
The railway vehicle drive device according to any one of claims 1 to 17, wherein:
A drive device for a railway vehicle, characterized in that the housing has means for passing or connecting a wire connecting the inside and the outside of the housing on each of surfaces facing each other in a longitudinal direction of the housing.
The railway vehicle drive device according to any one of claims 1 to 13, wherein:
Comprising a plurality of the filter reactor and the power unit,
The casing has a vehicle traveling direction as a longitudinal direction,
The drive device for a railway vehicle, wherein the plurality of filter reactors and the plurality of power units are arranged on the opposed side surfaces so as to sandwich the current breaker and the current reducer.
A railway vehicle equipped with the railway vehicle drive device according to any one of claims 1 to 19 under its own floor.
A railway vehicle equipped with the railway vehicle drive device according to any one of claims 1 to 19 on its own roof.
The railway vehicle according to claim 20 or 21,
The railway vehicle drive device further includes an auxiliary power supply device,
A railway vehicle, wherein the housing and the auxiliary power supply device are arranged in the same vehicle.
A breaker, which is a component of the railway vehicle drive device, that cuts off a DC current supplied to the railway vehicle from the DC overhead line, a current reducer connected in series to the current breaker, and the current reducer. A power unit for converting the supplied DC power into three-phase AC power and an inverter device including a filter capacitor, and a filter reactor connected between the current reducer and the filter capacitor are provided in a same housing in a predetermined manner. An outfitting method for a railway vehicle drive device, wherein the vehicle is accommodated by being arranged in a layout, and the housing is mounted under a floor or a roof of the railway vehicle.
An outfitting method for a railway vehicle drive device according to claim 23,
The said predetermined layout arrange | positions the said filter reactor in the center of the longitudinal direction of the said housing | casing, and arrange | positions the said current reducer and the inverter apparatus in the longitudinal direction end part of the said housing | casing, The railway vehicle characterized by the above-mentioned. Outfitting method of the drive unit for the vehicle.
An outfitting method for a railway vehicle drive device according to claim 23,
In the predetermined layout, the current breaker, the current reducer, and the filter reactor are arranged in the order in which they are connected to the first side surface of the same housing in the vehicle traveling direction from the DC overhead line, and the power unit is provided. A method for outfitting a railway vehicle drive device, comprising: arranging on a second side surface opposite to the first side surface.
A breaker, which is a component of the railway vehicle drive device, that cuts off a DC current supplied to the railway vehicle from the DC overhead line, a current reducer connected in series to the current breaker, and the current reducer. And a filter reactor connected between the current reducer and the filter capacitor, and a power unit configured to convert the supplied DC power into three-phase AC power and a filter capacitor, and a filter reactor connected between the current reducer and the filter capacitor. A method for producing a railway vehicle, comprising mounting a railway vehicle drive device under a floor or a roof of the railway vehicle.