WO2024009361A1

WO2024009361A1 - Power conversion device for railroad car

Info

Publication number: WO2024009361A1
Application number: PCT/JP2022/026619
Authority: WO
Inventors: 純吾力武
Original assignee: 三菱電機株式会社
Priority date: 2022-07-04
Filing date: 2022-07-04
Publication date: 2024-01-11
Also published as: JPWO2024009361A1

Abstract

In this power conversion device for a railroad car, a main conversion device (105) comprises a converter (210), a smoothing capacitor (220), and an inverter (230). The converter (210) operates so as to make a capacitor voltage that is the voltage of the smoothing capacitor (220) constant during a power supply period in which power is supplied from an aerial line (100), and operates to supply regenerated power generated by a propulsion motor (106) to an auxiliary power supply device (107) through a main transformer (104) in a non-power supply period in which the supply of power from the aerial line (100) is not performed. The inverter (230) outputs a drive torque for driving the propulsion motor (106) in the power supply period, and operates in accordance with a target value of the regeneration power determined on the basis of required power for auxiliary equipment in the non-power supply period.

Description

Power converter for railway vehicles

The present disclosure relates to a power conversion device for a railway vehicle that receives AC power supplied from an AC overhead wire and runs.

A railway line that has been electrified with AC is divided into feeding sections, which are the ranges in which power is supplied to each substation, and the voltage phase of AC power is different for each substation. For this reason, on railway lines that have been electrified with AC, there are sections where power cannot be supplied at the boundaries of feeder sections. This section is called the "dead section." Therefore, in a railway vehicle running on an AC-electrified railway line, when passing through a dead section, there is a non-power supply period in which the power supply from the AC overhead wire is interrupted. On the other hand, for example, on railway lines built in tropical or subtropical regions, at least the air conditioner among the auxiliary equipment installed on the railway vehicle may be required to operate continuously even during periods when no power is supplied. be. Note that auxiliary equipment is a name used to refer to equipment other than the propulsion motor among equipment mounted on a railway vehicle and supplied with electric power. Power is supplied to the auxiliary equipment by a power conversion device called an auxiliary power supply device.

Under the above-mentioned technical background, Patent Document 1 below discloses that when passing through a dead section, a converter of a main converter converts regenerated power from a propulsion motor for driving a railway vehicle to an auxiliary power supply device via a main transformer. A technology has been disclosed in which electric power is continuously supplied to auxiliary equipment mounted on a railway vehicle even when passing through a dead section, just as during normal running. This operation is called "pumpback."

Patent No. 6510060

However, in Patent Document 1, the power demand of the auxiliary power supply device during the non-power supply period is not considered. During the non-power supply period, if there is a mismatch between the amount of regenerative power supplied to the propulsion motor and the amount of power demanded by the auxiliary power supply, the regenerative power may not be smoothly supplied to the auxiliary power supply. For example, the problem is that the voltage that cannot be regenerated to the auxiliary power supply device causes the voltage of the smoothing capacitor to jump, causing protection detection to work, or that the amount of regenerated power to the auxiliary power supply device is insufficient, causing the power to the auxiliary equipment to rise. Problems such as supply disruption may occur.

The present disclosure has been made in view of the above, and an object of the present disclosure is to obtain a power conversion device for a railway vehicle that can smoothly supply power to auxiliary equipment even during a non-power supply period.

In order to solve the above-mentioned problems and achieve the objectives, a power conversion device for a railway vehicle according to the present disclosure is mounted on a railway vehicle that includes a main transformer, a switch, and a voltage detector. The primary winding of the main transformer is connected to the overhead wire via the power receiving part, the switch electrically disconnects or connects the main transformer and the overhead wire, and the voltage detector is installed between the overhead wire and the switch. , to detect the overhead line voltage applied from the overhead line. The power conversion device for a railway vehicle includes a first power conversion device and a second power conversion device. The first power conversion device includes a converter, a smoothing capacitor, and an inverter. The converter is connected to the secondary winding of the main transformer and converts the alternating current voltage applied via the main transformer into direct current voltage. A smoothing capacitor smoothes DC voltage. The inverter converts the DC voltage applied from the converter via the smoothing capacitor into a drive voltage for a propulsion motor for driving a railway vehicle, and applies the drive voltage to the propulsion motor. The second power converter is connected to the tertiary winding of the main transformer and supplies power to auxiliary equipment mounted on the railway vehicle. The converter operates to keep the capacitor voltage, which is the voltage of the smoothing capacitor, constant during the power supply period when power is supplied from the overhead line. Furthermore, during the non-power supply period when power is not supplied from the overhead wire, the converter operates to supply regenerated power generated by the propulsion motor to the second power converter via the main transformer. The inverter outputs a driving torque for driving the propulsion motor during the power supply period, and operates according to a target value of regenerative power determined based on the required power of the auxiliary equipment during the non-power supply period.

According to the power conversion device for a railway vehicle according to the present disclosure, it is possible to smoothly supply power to auxiliary equipment even during a non-power supply period.

A diagram showing an example of the configuration of an electrical system of a railway vehicle system including a power conversion device for a railway vehicle according to an embodiment. A diagram showing an example of the configuration of the main conversion device shown in FIG. A diagram for explaining the energy flow during the power supply period of the power conversion device for a railway vehicle according to the embodiment. A diagram for explaining the energy flow during the non-power supply period of the power conversion device for a railway vehicle according to the embodiment. Time chart for explaining the operation of the main converter according to the embodiment during the power supply period and the non-power supply period A diagram for explaining the main points of the operation of the main converter according to the embodiment during the power supply period. A diagram for explaining the main points of the operation of the main converter according to the embodiment during the non-power supply period. Operation flow diagram for explaining the operation of the inverter control unit according to the embodiment Operation flow diagram for explaining the operation of the converter control unit according to the embodiment A diagram showing an example of a configuration of a transmission system of a railway vehicle equipped with a power conversion device for a railway vehicle according to an embodiment. Flowchart for explaining information transmission in the power conversion device for a railway vehicle according to an embodiment A block diagram illustrating an example of a hardware configuration that realizes the functions of a control device according to an embodiment. A block diagram showing another example of the hardware configuration that realizes the functions of the control device according to the embodiment.

A power conversion device for a railway vehicle according to an embodiment of the present disclosure will be described in detail below with reference to the accompanying drawings. Note that in the following description, physical connections and electrical connections are simply referred to as "connections" without distinguishing between them. That is, the word "connection" includes both cases where components are directly connected to each other and cases where components are indirectly connected to each other via other components.

Embodiment.
FIG. 1 is a diagram illustrating an example of the configuration of an electrical system of a railroad vehicle system including a railroad vehicle power conversion device according to an embodiment. The railway vehicle system according to the embodiment includes a power receiving unit 101, an ACPT (Alternating Current Potential Transformer) 102 which is a voltage detector, a switch 103, a main transformer 104, a main converter 105, and a propulsion motor 106. and an auxiliary power supply device 107. Although FIG. 1 shows a configuration in which there are four main conversion devices 105 and four propulsion motors 106, this is just an example, and the numbers may be different. Further, although FIG. 1 shows a configuration in which one propulsion motor 106 is connected to one main conversion device 105, a configuration in which a plurality of propulsion motors 106 are connected to one main conversion device 105 may also be used. good. Further, although FIG. 1 shows a configuration in which one auxiliary power supply device 107 is connected to the main transformer 104, a configuration in which a plurality of auxiliary power supply devices 107 are connected to the main transformer 104 may be used. Moreover, in FIG. 1, the main conversion device 105 and the auxiliary power supply device 107 constitute the power conversion device for a railway vehicle according to the embodiment.

The power receiving unit 101 is a device for the railway vehicle to receive AC power from the overhead wire 100. Examples of the power receiving unit 101 are a pantograph, current collector shoes, and the like. Although it is assumed that power is supplied to the railway vehicle by a pantograph attached to the top of the railway vehicle, a third rail installed next to the track may also be used.

The switch 103 is a device that electrically opens and closes the main transformer 104 and the overhead wire 100. An example of the switch 103 is a circuit breaker, and a vacuum circuit breaker (VCB) is often used for railway vehicles. Note that any device that can electrically open and close, that is, disconnect and connect between the main transformer 104 and the overhead line 100, may not be a circuit breaker.

The ACPT 102 is a device that measures the voltage received by the power receiving unit 101. The ACPT 102 is provided between the overhead wire 100 and the switch 103 and detects the overhead wire voltage applied from the overhead wire 100.

The main transformer 104 includes a primary winding 141, a secondary winding 142, and a tertiary winding 143. The primary winding 141 is connected to the overhead wire 100 via the power receiving section 101 and the switch 103. Further, the secondary winding 142 is connected to the main converter 105, and the tertiary winding 143 is connected to the auxiliary power supply 107. An overhead wire voltage is applied to the primary winding 141, and a voltage determined by the turn ratio between the secondary winding 142 and the tertiary winding 143 is generated in the secondary winding 142 and the tertiary winding 143. The basic idea is to install secondary windings 142 for the number of main converters 105, and install tertiary windings 143 for the number of auxiliary power supply devices 107, and connect each winding to each device on a one-to-one basis. However, a configuration in which one winding and a plurality of devices are connected via a reactor may also be used.

The overhead line voltage applied to the primary winding 141 of the main transformer 104 is a reference voltage for current control of the converter 210, and may be referred to as a "reference voltage" in this paper. Note that the voltage generated in the secondary winding 142 may be used as the reference voltage.

The main conversion device 105 includes a converter 210 and an inverter 230. Converter 210 is connected to secondary winding 142 of main transformer 104 and converts an alternating current voltage applied via main transformer 104 to a direct current voltage. Inverter 230 has a DC side connected to converter 210 via intermediate link 153 and an AC side connected to propulsion motor 106 . The inverter 230 converts the DC voltage applied from the intermediate link portion 153 into a drive voltage for the propulsion motor 106 and applies the drive voltage to the propulsion motor 106 . Note that in this paper, the main converter 105 may be referred to as a "first power converter".

The propulsion motor 106 is a motor for driving a railway vehicle. The railway vehicle travels by obtaining driving force through the rotation of the propulsion motor 106. Further, the railway vehicle is accelerated or decelerated by the torque generated by the propulsion motor 106.

The auxiliary power supply device 107 is connected to the tertiary winding 143 of the main transformer 104, and supplies power to the aforementioned auxiliary equipment. Examples of auxiliary equipment include in-vehicle lighting devices, door opening/closing devices, air conditioners, security equipment, compressors, batteries, control power supplies, and the like. Note that in this paper, the auxiliary power supply device 107 may be referred to as a "second power conversion device."

FIG. 2 is a diagram showing a configuration example of the main conversion device 105 shown in FIG. 1. Main conversion device 105 includes a converter 210, a smoothing capacitor 220, an inverter 230, and a control device 240. Further, control device 240 includes a converter control section 242 and an inverter control section 244. Converter control section 242 controls the operation of converter 210, and inverter control section 244 controls the operation of inverter 230. Note that the control device 240 does not need to be configured separately into the converter control section 242 and the inverter control section 244, and the parts that can be shared may be shared and both may be configured integrally.

Converter 210 includes a primary terminal 211 and a secondary terminal 212. Converter 210 can mutually convert a single-phase AC voltage applied to primary terminal 211 and a DC voltage applied to secondary terminal 212. This operation is controlled by converter control section 242. Converter 210 controls the power transferred to inverter 230 by adjusting the voltage at primary terminal 211 . Furthermore, a current sensor 213 is arranged at one of the primary side terminals 211. Current sensor 213 detects the current flowing to the primary side of converter 210. Note that although FIG. 2 illustrates a three-level converter that has three secondary side terminals 212 and can output three types of potentials to the secondary side, the present invention is not limited to this example. The number of secondary side terminals 212 may be two or four or more. A configuration in which the number of secondary terminals 212 is two is called a two-level converter.

The inverter 230 includes a primary terminal 231 and a secondary terminal 232. The aforementioned portion between the secondary side terminal 212 of the converter 210 and the primary side terminal 231 of the inverter 230 constitutes the aforementioned intermediate link portion 153. The inverter 230 can mutually convert the DC voltage applied to the primary side terminal 231 and the AC voltage applied to the secondary side terminal 232. This operation is controlled by the inverter control section 244. Inverter 230 controls the output torque of propulsion motor 106 by adjusting the voltage at secondary terminal 232. When the propulsion motor 106 is a three-phase AC motor, the voltage output to the secondary terminal 232 is a three-phase AC voltage. Note that although FIG. 2 illustrates a two-level inverter that has two primary side terminals 231 and is capable of outputting two types of potentials to the primary side, the present invention is not limited to this example. The number of primary side terminals 231 may be three or more. A configuration in which the number of primary side terminals 231 is three is called a three-level inverter.

Smoothing capacitor 220 is connected between secondary terminal 212 of converter 210 and primary terminal 231 of inverter 230, and has a function of suppressing fluctuations in DC voltage. When converter 210 and inverter 230 both have a two-level configuration, only one smoothing capacitor 220 may be used. Further, a voltage sensor 221 is arranged in parallel to the smoothing capacitor 220 . Voltage sensor 221 detects a capacitor voltage that is the voltage across smoothing capacitor 220 . Note that the smoothing capacitor 220 is a component of the intermediate link section 153, and the capacitor voltage is also called "intermediate link voltage."

FIG. 3 is a diagram for explaining the energy flow during the power supply period of the power conversion device for a railway vehicle according to the embodiment. Moreover, FIG. 4 is a diagram for explaining the energy flow during the non-power supply period of the power conversion device for a railway vehicle according to the embodiment. Note that the power supply period means a period during which power from the overhead line 100 is normally applied to the main transformer 104. Further, the non-power supply period includes a period during which the railway vehicle actually passes through a dead section, and a period during which the switch 103 is in an open state before and after the period. That is, the non-power period means a period in which the main transformer 104 and the overhead line 100 are electrically disconnected, and no power is supplied from the overhead line 100 to the main transformer 104.

In normal times, the power necessary to drive the railway vehicle is supplied to the main converter 105 and the auxiliary power supply device 107 via the power receiving section 101, the switch 103, and the main transformer 104. The main converter 105 converts the supplied electric power into driving electric power for the propulsion motor 106 and drives the propulsion motor 106 . The auxiliary power supply device 107 converts the supplied power into driving power for the auxiliary equipment to operate the auxiliary equipment.

During the non-power supply period, power cannot be supplied from the overhead wire 100. Therefore, the converter control unit 242 included in the control device 240 regenerates the kinetic energy of the propulsion motor 106 and transfers the regenerated power to the auxiliary power supply device 107 via the main converter 105 and the main transformer 104. Perform a pumpback to supply the In the following description, when there is a description regarding the main converter 105, it refers to the main converter 105 that performs pump-back. Note that there is one main converter 105 for each main transformer 104 that performs pump-back. By having one main converter 105 perform pumpback, it is possible to prevent the regenerative power supplied to the main transformer 104 from becoming unstable. One main converter 105 that performs pumpback may be determined in advance, or may be designated by a train information management device that manages train information. The train information management device will be described later.

FIG. 5 is a time chart for explaining the operation of the main converter 105 according to the embodiment during the power supply period and the non-power supply period. The horizontal axis in FIG. 5 represents time. In addition, in the vertical axis direction of FIG. 5, in order from the top side, the ACPT 102 detection waveform, dead section passing signal, inverter power, pumpback status signal, switch 103 status signal, and voltage waveform used for converter control. It shows. In FIG. 5, the railway vehicle travels from left to right.

A dead section passing signal is output before the railway vehicle passes through the dead section. A dead section passing signal is output at time t1, and output of the dead section passing signal is canceled at time t10. Regenerative power is determined at time t2, and pump-back is started at time t3. Switch 103 is opened at time t4, and remains open until time t11. The period from time t5 to time t6 is the period during which the vehicle actually passes through the dead section. During the period from time t7 to time t8, control is performed to match the output voltage waveform of converter 210 to the detected waveform of ACPT 102. Pumpback ends at time t9, and regeneration shifts to power running at time t12.

Next, the behavior of the main transformer 104 and the main converter 105 will be described with reference to the time chart in FIG. First, when power is supplied from overhead line 100, converter 210 operates so that the capacitor voltage becomes the capacitor voltage target value. Main transformer 104 outputs a single-phase AC voltage to primary terminal 211 of converter 210 so that converter 210 can receive the necessary power. Converter 210 outputs a DC voltage to secondary terminal 212 so that smoothing capacitor 220 can follow the voltage according to the command value. On the other hand, the inverter 230 outputs a voltage to the secondary terminal 232 so that the propulsion motor 106 can output torque according to the command value.

A dead section passage signal is output at time t1, and upon receiving this signal, the inverter 230 reduces the power running power by reducing the power running torque and stops supplying current to the propulsion motor 106. After that, the propulsion motor 106 shifts to a regenerative state and generates regenerative power. At time t2, regenerated power is determined, and pump-back is started at time t3. The regenerated power is determined based on the auxiliary power required by the auxiliary power supply device 107. The required power for the auxiliary machine is the power required for the auxiliary machine, which is the load of the auxiliary power supply device 107, during the non-power period associated with passing through the dead section. In this paper, this control is referred to as "regenerative power determination control." Furthermore, in this paper, regenerative power determination control may be referred to as "first control."

Information on the required power of the auxiliary equipment is transmitted to the control device 240 of the main conversion device 105. Information on the required power for the auxiliary equipment can be transmitted from the control device of the auxiliary power supply device 107 (not shown) to the control device 240. The required power for the auxiliary machine can be calculated by using the voltage output by the auxiliary power supply device 107 and the current that the auxiliary power supply device 107 supplies to the auxiliary machine. Further, instead of this, information on the required power for auxiliary equipment may be transmitted to the control device 240 using a train information management device included in the railway vehicle system. Note that an embodiment in which the train information management device is used will be described later. Moreover, although FIG. 5 shows an example in which regenerated power is determined before pump-back is started, the present invention is not limited to this example. The regenerated power may be determined after the start of pump-back.

When switching to pump-back operation at time t3, the inverter 230 operates to regenerate the power necessary for maintaining the capacitor voltage from the propulsion motor 106. Since the regenerative power output from the main converter 105 is determined based on the information on the required power of the auxiliary equipment, the regenerative power from the main converter 105 and the power consumption of the auxiliary equipment connected to the auxiliary power supply 107 are combined. The current flowing through the switch 103 quickly approaches zero. This makes it possible to open the switch 103 at time t4.

During the period from time t5 to time t6 when the line actually passes through the dead section, the overhead line voltage cannot be measured. Therefore, from time t4 when the state signal of switch 103 turns OFF, that is, from time t4 before time t5, the control switches to control that does not refer to the overhead line voltage. Specifically, converter 210 outputs a sine wave voltage with a constant amplitude and frequency to primary terminal 211 without referring to the overhead line voltage. In this paper, this control is referred to as "overhead line voltage non-reference control." Furthermore, in this paper, overhead line voltage non-reference control may be referred to as "second control." The overhead line voltage non-reference control is continued until time t7 after passing through the dead section.

After time t6 when the railway vehicle passes through the dead section, the ACPT 102 restarts measuring the overhead wire voltage. However, since the overhead line voltage and the voltage generated by converter 210 have different phases, if switch 103 were to be closed at this point, there is a risk that an excessive rush current would flow through main transformer 104. In order to prevent this excessive current, the converter 210 controls the sine wave voltage being generated to gradually match the waveform detected by the ACPT 102 by the new overhead wire 100. Specifically, converter 210 performs control to match the zero cross of the sine wave voltage to the new waveform of the overhead wire voltage while continuing to supply power to auxiliary power supply device 107. Zero crossing can be controlled by changing the frequency of the sine wave voltage little by little. With this control, the phase of the sine wave voltage follows the phase of the overhead line voltage, and the phases of the sine wave voltage and the overhead line voltage are synchronized. In this paper, this control is referred to as "overhead line voltage phase tracking control." Furthermore, in this paper, the overhead line voltage phase follow-up control may be referred to as "third control."

The phase of the sine wave voltage and the phase of the overhead wire voltage are synchronized at time t8, the pump-back ends at the subsequent time t9, and the switch 103 is closed at the subsequent time t11. After time t11, power supply from the overhead wire 100 is restarted, and after time t12, normal power running control is resumed.

Next, differences in the operation of the main converter 105 depending on whether or not power is supplied will be explained with reference to FIGS. 6 and 7. FIG. 6 is a diagram for explaining the main points of the operation of the main converter 105 according to the embodiment during the power supply period. Further, FIG. 7 is a diagram for explaining the main points of the operation of the main converter 105 according to the embodiment during the non-power supply period.

First, the operation during the power supply period will be explained. During the power supply period, the power supplied from the overhead line 100 is divided into two directions through the main transformer 104, one direction is supplied to the auxiliary power supply device 107, and the other direction is supplied to the auxiliary power supply device 107 via the converter 210, smoothing capacitor 220, and inverter 230. It is supplied to the propulsion motor 106. The flow of electric power from converter 210 to propulsion motor 106 is a flow during power running that applies power running torque to propulsion motor 106 . During power running, converter 210 performs an operation to adjust the amount of positive current so that the capacitor voltage becomes the capacitor voltage target value. The positive amount of current is the amount of current in the first direction from converter 210 to smoothing capacitor 220. The first direction referred to here is the direction in which converter 210 charges smoothing capacitor 220. At this time, the inverter 230 controls the power running torque of the propulsion motor 106. Furthermore, the flow of power from the propulsion motor 106 to the converter 210 is a flow during regeneration when the propulsion motor 106 generates regenerated power. During regeneration, converter 210 adjusts the amount of negative current so that the capacitor voltage becomes the capacitor voltage target value. The negative current amount is the amount of current in the second direction from smoothing capacitor 220 toward converter 210. The second direction referred to here is the direction in which converter 210 discharges the charges accumulated in smoothing capacitor 220. At this time, inverter 230 controls the regenerative torque of propulsion motor 106.

Next, the operation during the non-power supply period will be explained. During the non-power period, regenerated power generated by the propulsion motor 106 is supplied to the auxiliary power supply device 107 via the inverter 230, smoothing capacitor 220, converter 210, and main transformer 104. Power flow is unidirectional. Converter 210 operates so that the output voltage is a constant target overhead line voltage. The target overhead wire voltage is the voltage that converter 210 applies to tertiary winding 143 during the non-power feeding period. The target overhead line voltage is a voltage determined by the overhead line voltage and the turns ratio of the main transformer 104. The turns ratio of the main transformer 104 referred to here is the turns ratio between the primary winding 141 and the tertiary winding 143.

The power that converter 210 supplies to auxiliary power supply device 107 via main transformer 104 depends on the power requirement of the auxiliary equipment that is the load of auxiliary power supply device 107, and it is necessary to supply power according to the required power. . For this reason, converter 210 cannot perform capacitor voltage constant control to keep the capacitor voltage constant. Therefore, the inverter 230 is responsible for constant capacitor voltage control at this time. Inverter 230 adjusts the negative current so that the capacitor voltage becomes the capacitor voltage target value. The negative current here means a current flowing in the direction in which the inverter 230 charges the smoothing capacitor 220.

Note that once the non-power supply period has passed, the power supply period returns again. At this time, the operation is as shown in FIG. At this time, converter 210 returns to constant capacitor voltage control, and inverter 230 returns to drive torque control for controlling the drive torque of propulsion motor 106.

Next, the operations of converter control section 242 and inverter control section 244 according to the embodiment will be described with reference to FIGS. 8 and 9. FIG. 8 is an operation flow diagram for explaining the operation of the inverter control section 244 according to the embodiment. Further, FIG. 9 is an operation flow diagram for explaining the operation of converter control section 242 according to the embodiment.

First, as shown in FIG. 8, inside the inverter control unit 244, a control system for outputting a drive torque target value as an inverter torque target value and a control system for making the capacitor voltage match the capacitor voltage target value described above are performed. There is a control system. The outputs of the two control systems are switched by a regenerative power determination flag. The regenerative power determination flag is output when regenerative power is determined by regenerative power determination control. In the time chart of FIG. 5 described above, the time is determined at time t2. As described above, this regenerated power is determined based on the required power of the auxiliary equipment. Further, as described above, the required power for the auxiliary equipment is transmitted from the train information management device to the control device 240. This transmission process will be further described later using some drawings.

The control system for making the capacitor voltage match the capacitor voltage target value is to perform PI (Proportional Integral) control on the difference between the capacitor voltage detection value and the capacitor voltage target value with the auxiliary equipment required power as the initial value, as shown in FIG. Calculate the control value. Then, by driving the inverter 230 using the calculated control value as the inverter torque target value, the capacitor voltage constant control by the inverter 230 described above is implemented.

Next, the converter control section 242 will be explained. As shown in FIG. 9, inside the converter control unit 242, there is a control system that takes in the detected value of the overhead line voltage and uses it for control calculations, and a control system that uses the sine wave voltage generated using the overhead line voltage as a trigger for control calculations. There is a system. The outputs of the two control systems are switched by the waveform identity confirmation completion flag and the overhead line voltage non-reference control status flag. The status flag of the overhead line voltage non-reference control is constantly output during the period when the overhead line voltage non-reference control is being performed. The waveform identity confirmation completion flag is output when it is determined that the phase of the sine wave voltage and the phase of the overhead line voltage are synchronized in the overhead line voltage phase tracking control.

As shown in FIG. 9, if the status flag of overhead line voltage non-reference control is output and the waveform identity confirmation completion flag is not output, the sine wave voltage generated inside converter control unit 242 is used for control calculation. used for. Looking at the time chart of FIG. 5, the period from time t4 to time t7 corresponds to this state. On the other hand, if the status flag of the overhead line voltage non-reference control is not output, or if the waveform identity confirmation completion flag is output, the detected value of the overhead line voltage is taken in and used for control calculations. Looking at the time chart of FIG. 5, the period up to time t4 and the period after time t8 correspond to this state.

Next, the process of transmitting the required power for auxiliary equipment from the train information management device to the control device 240 will be described with reference to FIGS. 10 and 11. FIG. 10 is a diagram illustrating an example of the configuration of a transmission system of a railway vehicle including a power conversion device for a railway vehicle according to an embodiment. Further, FIG. 11 is a flowchart for explaining information transmission in the power conversion device for a railway vehicle according to the embodiment.

FIG. 10 shows a train that is composed of one command car 80, at least two electric cars 82, and two accompanying cars 84. The command vehicle 80 is a vehicle equipped with a driver's cab (not shown). The electric vehicle 82 is a vehicle on which the above-mentioned propulsion motor 106 is mounted. The accompanying vehicle 84 is a vehicle in which a driver's cab and a propulsion motor 106 are not mounted. Propulsion force is applied to the train by an electric vehicle 82 on which a propulsion motor 106 is mounted.

A train information management device 50 is mounted on the command vehicle 80. The train information management device 50 is a device that manages train information transmitted within a train. The electric vehicle 82 is equipped with the main conversion device 105 described above.

The train information management device 50 is a device that manages train information transmitted within a train. The train information also includes operational information regarding the auxiliary power supply device 107, and the train information management device 50 also manages information on the above-mentioned auxiliary equipment power requirements. Therefore, it becomes possible to transmit information on the required power of the auxiliary equipment to the main conversion device 105 of each electric vehicle 82 through the transmission line 86. The train information also includes the dead section passing signal described above.

In FIG. 11, upon receiving the dead section passing signal (step S11), the train information management device 50 transmits information on the required power of the auxiliary equipment to the main converter 105 of the designated electric vehicle 82 (step S12). The process of step S12 is continued unless the dead section passing signal is canceled (step S13, No), and if the dead section passing signal is canceled (step S13, Yes), the processing flow of FIG. 11 is exited.

The operation of the main converter 105 after receiving the information on the required power for the auxiliary equipment is as described above. The main converter 105 controls the regenerative power generated by the propulsion motor 106 during the no-power period based on the information on the power required for the auxiliary equipment, so that power can be smoothly supplied to the auxiliary equipment even during the no-power period. It becomes possible to do so.

As described above, the power conversion device for a railway vehicle according to the embodiment includes a first power conversion device that includes a converter, a smoothing capacitor, and an inverter, and is connected to the secondary winding of the main transformer; and a second power converter device that is connected to the tertiary winding of the device and supplies power to auxiliary equipment mounted on the railway vehicle. The converter operates to keep the capacitor voltage, which is the voltage of the smoothing capacitor, constant during the power supply period when power is supplied from the overhead line. Furthermore, during the non-power supply period when power is not supplied from the overhead wire, the converter operates to supply regenerated power generated by the propulsion motor to the second power converter via the main transformer. The inverter outputs a driving torque for driving the propulsion motor during the power supply period, and operates according to a target value of regenerative power determined based on the required power of the auxiliary equipment during the non-power supply period. According to the power conversion device for a railway vehicle configured in this manner, the regenerative power supply amount of the propulsion motor and the power demand amount of the auxiliary power supply device match during the non-power supply period. This makes it possible to smoothly supply power to the auxiliary equipment even during the non-power supply period. Further, it is possible to avoid the problem that the voltage that cannot be regenerated to the auxiliary power supply device causes the voltage of the smoothing capacitor to jump, causing protection detection to work. Furthermore, it is possible to avoid a problem in which the power supply to the auxiliary equipment is stopped due to insufficient regenerated power to the auxiliary power supply device.

Further, in the power conversion device for a railway vehicle according to the embodiment, during the non-power supply period, the converter matches the voltage applied to the tertiary winding with the target voltage determined by the overhead line voltage and the turns ratio of the main transformer. In operation, the inverter operates to match the capacitor voltage to the target value of the capacitor voltage. Further, in the power conversion device for a railway vehicle according to the embodiment, during the power supply period, when the propulsion motor is in power operation, the converter performs an operation of adjusting the amount of current in the first direction from the converter to the smoothing capacitor. When the propulsion motor is performing regenerative operation, the capacitor voltage is controlled by adjusting the amount of current in the second direction from the smoothing capacitor to the converter. According to the power conversion device for a railway vehicle configured in this way, control can be smoothly transferred between the power feeding period and the non-power feeding period.

Further, in the power conversion device for a railway vehicle according to the embodiment, the control device performs first control to determine a target value of regenerative power based on the required power of the auxiliary equipment, and after performing the first control, A second control was performed to generate a sine wave voltage with a constant amplitude and frequency without reference to the overhead line voltage, and the zero crossing of the sine wave voltage generated by the second control was detected after the unpowered period had passed. The control system can be configured to perform third control in accordance with the new overhead line voltage waveform. Information regarding the target value of regenerative power required when implementing the first control may be received from the second power conversion device or from the train information management device installed on the railway vehicle. Good too. Note that if the train information management device is used, it is possible to instruct a desired electric vehicle to supply power to an auxiliary machine in a train in which a plurality of electric vehicles are arranged. Further, by instructing a plurality of electric vehicles, it is possible to reliably prevent a situation where regenerative power becomes insufficient.

Finally, the hardware configuration for realizing the functions of the control device 240 described above will be explained with reference to the drawings of FIGS. 12 and 13. FIG. 12 is a block diagram illustrating an example of a hardware configuration that implements the functions of control device 240 according to the embodiment. FIG. 13 is a block diagram showing another example of the hardware configuration that implements the functions of the control device 240 according to the embodiment.

In order to realize some or all of the functions of the control device 240 in the embodiment, as shown in FIG. The configuration may include an interface 304 for inputting and outputting signals.

The processor 300 is a calculation means. The processor 300 may be a calculation means called a microprocessor, a microcomputer, a CPU (Central Processing Unit), or a DSP (Digital Signal Processor). The memory 302 also includes nonvolatile or volatile semiconductor memories such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), and EEPROM (registered trademark) (Electrically EPROM); Examples include a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk, and a DVD (Digital Versatile Disc).

The memory 302 stores a program that executes the functions of the control device 240 in the embodiment. The processor 300 performs the above-described processing by exchanging necessary information via the interface 304, executing the program stored in the memory 302, and referring to the table stored in the memory 302. It can be carried out. The results of calculations by processor 300 can be stored in memory 302.

Furthermore, when realizing part of the functions of the control device 240 in the embodiment, the processing circuit 303 shown in FIG. 13 can also be used. The processing circuit 303 is a single circuit, a composite circuit, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination thereof. Information input to the processing circuit 303 and information output from the processing circuit 303 can be obtained via the interface 304.

Note that some processing in the control device 240 may be performed by the processing circuit 303, and processing that is not performed by the processing circuit 303 may be performed by the processor 300 and the memory 302.

The configurations shown in the embodiments above are merely examples, and can be combined with other known technologies, and part of the configurations can be omitted or changed without departing from the scope of the invention. It is possible.

50 train information management device, 80 command vehicle, 82 electric vehicle, 84 accompanying vehicle, 86 transmission line, 100 overhead wire, 101 power receiving unit, 102 ACPT, 103 switch, 104 main transformer, 105 main converter, 106 propulsion motor, 107 Auxiliary power supply, 141 Primary winding, 142 Secondary winding, 143 Tertiary winding, 153 Intermediate link, 210 Converter, 211, 231 Primary terminal, 212, 232 Secondary terminal, 213 Current sensor, 220 Smoothing Capacitor, 221 Voltage sensor, 230 Inverter, 240 Control device, 242 Converter control unit, 244 Inverter control unit, 300 Processor, 302 Memory, 303 Processing circuit, 304 Interface.

Claims

A main transformer whose primary winding is connected to the overhead wire via a power receiving part, a switch that electrically disconnects or connects the main transformer and the overhead wire, and a switch provided between the overhead wire and the switch. an alternating current that is mounted on a railway vehicle and equipped with a voltage detector that detects an overhead line voltage applied from the overhead line, is connected to a secondary winding of the main transformer, and is applied via the main transformer. a converter that converts a voltage into a DC voltage; a smoothing capacitor that smoothes the DC voltage; and a DC voltage applied from the converter via the smoothing capacitor to a drive voltage for a propulsion motor for driving a railway vehicle. a first power conversion device including an inverter that applies power to the propulsion motor; and a second power conversion device that is connected to the tertiary winding of the main transformer and supplies power to auxiliary equipment mounted on the railway vehicle. A power conversion device for a railway vehicle, comprising:
The converter operates to keep a capacitor voltage, which is the voltage of the smoothing capacitor, constant during a power supply period when power is supplied from the overhead line, and during a non-supply period when power is not supplied from the overhead line. During the period, an operation is performed to supply regenerated power generated by the propulsion motor to the second power converter via the main transformer,
The inverter outputs a driving torque for driving the propulsion motor during the power supply period, and operates in accordance with a target value of regenerative power determined based on the required power of the auxiliary equipment during the non-power supply period. A power conversion device for railway vehicles characterized by:
The converter operates to match the voltage applied to the tertiary winding to a target voltage determined by the overhead wire voltage and the turns ratio of the main transformer during the non-power feeding period. 1. The power conversion device for a railway vehicle according to 1.
The converter, during the power supply period,
When the propulsion motor is in power operation, the capacitor voltage is controlled by adjusting the amount of current in a first direction from the converter to the smoothing capacitor;
3. When the propulsion motor is performing a regenerative operation, the capacitor voltage is controlled by adjusting an amount of current in a second direction from the smoothing capacitor toward the converter. power converter for railway vehicles.
The electric power for a railway vehicle according to any one of claims 1 to 3, wherein the inverter operates to match the capacitor voltage with a target value of the capacitor voltage during the non-power feeding period. conversion device.
comprising a control device that controls the operation of the first power conversion device,
The control device includes:
a first control that determines a target value of the regenerative power based on the required power of the auxiliary machine;
a second control that generates a sine wave voltage with a constant amplitude and frequency without referring to the overhead line voltage after performing the first control;
and a third control that matches the zero crossing of the sine wave voltage generated by the second control to a new waveform of the overhead line voltage detected after the non-power feeding period has elapsed. 4. The power conversion device for a railway vehicle according to any one of 4.
The railway vehicle is equipped with a train information management device that manages train information of a train composed of a plurality of railway vehicles, and information regarding the required power of the auxiliary equipment is transmitted from the train information management device to the first power source. The power conversion device for a railway vehicle according to any one of claims 1 to 5, wherein the power conversion device is transmitted to a conversion device.
The railway vehicle according to any one of claims 1 to 5, wherein information regarding the required power of the auxiliary equipment is transmitted from the second power converter to the first power converter. Power converter.