JP4455145B2 - Railway vehicle drive control device - Google Patents

Description

  The present invention relates to a direct drive AC motor that directly transmits the driving force of a rotor to a wheel of a railway vehicle traveling on a rail without using a power transmission mechanism, and to convert the DC power into AC power. The present invention relates to a railway vehicle drive control device having a power conversion device to be supplied.

  FIG. 13 is a schematic configuration diagram illustrating an example of a conventional railway vehicle drive control device. This uses a direct drive type AC electric motor 2 for directly driving a railway vehicle as shown in FIG. 15 or FIG. 15 (a) is a side view, FIG. 15 (b) is a cross-sectional view seen from the rail direction (traveling direction), FIG. 16 (a) is a side view, and FIG. 16 (b) is a rail direction. It is sectional drawing seen from (traveling direction).

  15 shows a case in which the rotary shaft rotatably supported by a bearing (bearing) 55 of the rotor (secondary side) 53 of the electric motor 2 and the axle 54 of the wheel 9 are integrated, and FIG. The rotor shaft 56 has a hollow structure, passes through the rotor shaft 56 rotatably supported by a bearing 55, and has an axle 54 and a power transmission mechanism such as a small gear 59 and a large gear shown in FIG. The case where it is the structure couple | bonded by the coupling 57 without using the gear mechanism which consists of 60 is shown.

  As an AC motor for driving a railway vehicle electric vehicle, a power transmission device such as a small gear 59 and a large gear 60 is not used as shown in the side view of FIG. 17A and the front view of FIG. In this system, a direct drive AC motor that directly drives the wheel 9 with the rotor shaft 56 of the electric motor 2 is applied. In FIG. 17, the left and right wheels 9 are connected by an axle 54 and roll on the rail 10.

  As shown in FIG. 13, the direct drive AC motor 2 described above includes a three-phase AC power of a U-phase current Iu, a V-phase current Iv, and a W-phase current Iw from a power converter 1 such as a rectangular wave voltage-type three-phase inverter. Is supplied. At this time, line voltages Vuv, Vvw, and Vwu are applied to each terminal of the electric motor 2.

  The power conversion device 1 includes switching elements 13U to 13Z, and the DC voltage applied to the overhead wire 8 by arbitrarily turning on and off these six switching elements by a signal from the control unit 15. Is converted to a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency via the current collector 7.

  The circuit breaker 14 connected in series between the current collector 7 and the power conversion device 1 is turned on by a signal from the control unit 15 when the power conversion device 1 is activated, and the overhead wire 8 and the power conversion device 1, and when the control unit 15 detects an overcurrent or overvoltage protection operation of the power conversion device 1, it is opened (off) to cut off the current flowing into the power conversion device 1 from the overhead line 8. Is. Regarding the detection of the protective operation of the power conversion device 1, for example, the control unit 15 is between the output current detector 41 for the AC output current, the circuit breaker 14 and the power conversion device 1, and the current collector 7, the wheel 9, and the rail 10 The DC voltage detector 42 connected between them monitors the DC detection signal detected thereby, and determines that it is protected when an abnormal value is indicated.

  The filter reactor 11 and the filter capacitor 12 connected in series and parallel between the circuit breaker 14 and the DC voltage detector 42 have an effect of stabilizing the DC voltage input to the power converter 1.

  A common mode choke core 31 is provided between the electric motor 2 and the power converter 1 in order to suppress high-frequency current leaking to the vehicle body and the rail 10 as will be described later. Specifically, the common mode choke core 31 is a “power converter 1” flowing through a three-phase AC circuit → “winding of the motor 2” → “floating capacitance (floating capacitance) between the winding and the frame of the motor 2”. "→" Motor 2 frame 51 "→" Car body "in order to suppress high-frequency current leaking to the car body and rail 10 and prevent damage to the signal security device 20 and other devices mounted on the car body. Provided.

  FIG. 14 shows a second circuit configuration example of a conventional railway vehicle drive control device, in which a common mode choke coil 32 is provided instead of the common mode choke core 31 of FIG. It has the same effect as the core 31.

  In the conventional railway vehicle drive control device described above, when a rectangular wave voltage such as the output voltage of the voltage source inverter is applied to the winding of the electric motor 2, a gap between the rotating shaft of the electric motor 2 and the frame 51 of the electric motor 2 is shown in FIG. As described above, the shaft voltages V1 and V2 are induced and generated. This is because of the voltage change of the rectangular wave voltage applied to the winding, between the winding of the motor 2 and the rotor shaft of the motor 2 (the axle in the case of a direct drive AC motor) or the winding of the motor 2. A phenomenon in which a high-frequency voltage is induced between the motor frame 51 and the rotor shaft of the motor 2 through a floating electrostatic capacitance (floating capacitance) existing between the wire and the motor frame 51. is there.

  In a conventional railway vehicle drive system, in a method in which an AC motor for driving drives an axle through a gear (a method in which the driving force of the rotor of the AC motor is transmitted to a wheel through a gear), the rotating shaft of the motor One shaft end of the motor is connected to the axle via a gear, but the other shaft end of the rotating shaft of the motor is electrically open, so a closed circuit is not formed, and the voltage between the shaft ends of the motor ( There is no problem that a voltage due to a difference between the shaft voltages at both ends of the shaft is applied to the rail 10.

  On the other hand, in the case of a drive system using a direct drive AC motor, as shown in FIG. 18, the shaft voltage of the motor 2 is the voltage between the left and right wheels with respect to both ends of the axle, that is, in the traveling direction. V1-V2), and there is a problem that the rail 10 leaks a high-frequency voltage that is a shaft end-to-end voltage.

  A conventional railway signal security device electrically detects that a wheel 9 and an axle 54 are short-circuited in two rails 10 as a method of detecting that a train (vehicle) is present on a track. The method is commonly used. When a voltage (a relatively low voltage for signals) is applied between the two rails in advance from the ground side and the wheel 9 and the axle 54 short-circuit the two rails 10, the voltage between the rails 10 becomes zero. This is the principle of detecting this. This method is based on the fact that two rails are inevitably short-circuited by a plurality of axles and wheels existing in one train, and the presence of the train can be reliably detected electrically. Therefore, this is a method suitable for the signal security device 20.

  However, when the above-described end-to-end voltage is generated on the wheel (axle), the end-to-end voltage is applied between the two rails 10, and the voltage between the rails 10 does not become zero. Therefore, the signal security device 20 cannot detect the presence of the train.

  Further, since there are a plurality of wheels 9 and axles 54 in one train, as shown in FIG. 19, “rotor shaft of direct drive AC motor” → “wheel 9” → “rail 10” → “adjacent wheels” A closed circuit of “axle 54” → “rail 10” → “wheel 9” → “rotor shaft 56” is formed, and a high-frequency current flows through the closed circuit due to the voltage between the shaft ends, so that the track surface On the other hand, a magnetic flux in the vertical direction is generated. FIG. 19A is a diagram of the railing side as viewed from above, and FIG. 19B is a diagram illustrating the relationship between the current flowing in the closed loop with the adjacent axle 54 and the magnetic flux.

  Inside the two rails 10 on the track side, a ground antenna 21 of a signal security device 20 for transmitting / receiving signals to / from a vehicle antenna installed under the floor of the vehicle is installed. The magnetic flux is linked to the ground antenna 21 of the signal security device 20 installed inside the two rails 10 of the track, and a voltage is induced in the antenna to cause the signal security device 20 to malfunction. Wake up.

  On the other hand, the railway signal security device 20 uses a frequency in the range of 25 Hz to 40 kHz, or in the range of 80 kHz or more, as a frequency of a signal for detecting a train or a signal used for transmitting and receiving an antenna. Leakage or induction of frequency voltage or magnetic flux from the drive control device adversely affects the signal security device 20 and must be prevented.

  In order to prevent the signal security device 20 from being adversely affected (disturbed), in a railway vehicle drive control device in which a direct drive AC motor is applied to the drive motor, a high-frequency shaft voltage of the direct drive AC motor is generated. Thus, it is necessary to suppress the voltage between the shaft ends of the axle from flowing out on the track.

  Here, if the closed circuit of FIG. 19 composed of an axle, wheels, and rails can be separated, it is easily considered that this problem does not occur. That is, this is a method in which a part of the axle 54 and the wheel 9 is made of an electrically insulating material. However, if a part of the axle 54 and the wheel 9 is made of an electrically insulating material, the two rails 10 are not short-circuited by the axle 54 and the wheel 9. For this reason, in the railway vehicle drive control device in which the direct AC motor is applied to the drive system, it is necessary to prevent the influence on the signal security device 20 installed on the track side by another method.

Therefore, this technical problem to be solved by the present invention is as follows.
a: The track on which the vehicle travels is composed of metal (conductive) rails,
b: And the rail runs on metal (conductive) wheels,
c: Further, the wheels are connected by a metal (conductive) axle.

This is a problem specific to the railway system.

  In the conventional railcar drive control device, “power conversion device 1” flowing in the three-phase AC circuit → “winding of the direct drive AC motor” → “floating static between the winding and the frame 51 of the direct drive AC motor” In order to suppress the high-frequency current leaking to the vehicle body and the rail 10 through the route of “capacitance” → “direct-drive AC motor frame 51” → “vehicle body”, the power conversion device The common mode choke core 31 and the common mode choke coil 32 are provided on one output three-phase AC line.

  However, the aforementioned shaft voltage is applied between the three-phase windings of the direct drive AC motor (between the U-phase winding and the V-phase winding, between the V-phase winding and the W-phase winding, and between the W-phase winding and the U-phase winding). “Power converter 1” → “Floating capacitance between the three-phase windings of the direct drive AC motor 2” → “Power converter 1” via the floating capacitance existing between the phase windings) It is also generated by a high-frequency current of U phase to V phase, V phase to W phase, or W phase to U phase flowing through the path. The high-frequency current flowing through the stray capacitance between the three-phase windings cancels out with the three-phase (U-phase V-phase W-phase) high-frequency current for the common mode choke core 31 and the common mode choke coil 32, and is zero. Therefore, the common mode choke core 31 and the common mode choke coil 32 cannot suppress the generation of the shaft voltage.

  A first object of the present invention is to provide a railway vehicle drive control device that can prevent the signal security device 20 from being obstructed by suppressing the generation of an end-to-end voltage of a wheel (axle). .

  The second object of the present invention is to prevent the signal frequency range used by the signal security device 20 installed on the track side from matching with the resonance frequency of the LCR filter circuit or the LC filter circuit, An object of the present invention is to provide a railway vehicle drive control device capable of preventing an LCR filter circuit or an alternating current having a resonance frequency flowing in the LC filter circuit from adversely affecting the signal security device 20.

  The third object of the present invention is that an induced magnetic field generated from the wiring leaks to the outside of the device box due to an alternating current having a resonance frequency flowing between the power converter and the LCR filter circuit or between the power converter and the LC filter circuit. An object of the present invention is to provide a railway vehicle drive control device that can prevent and adversely affect the equipment mounted on the vehicle body and the equipment installed on the track.

In order to achieve the above object, the invention corresponding to claim 1 is a direct drive type in which the driving force of the rotor is directly transmitted to the wheels of a railway vehicle traveling on a rail without using a power transmission mechanism. In a railway vehicle drive control device having an AC motor and a power conversion device that converts DC power to AC power and supplies the AC power to the motor,
The L CR filter circuit that consists in an AC circuit with an inductance L and a capacitor C and a resistor R between the motor and the power converter is provided,
The LCR filter circuit connects the inductance L and the resistor R in parallel to a plurality of electric circuits constituting the AC circuit existing between the electric motor and the power converter, and the capacitor C One end is each electric circuit constituting the AC circuit, and is connected between the connection point of the inductance L and the resistor R and the connection point of the motor, and the other end of the capacitor C forms the AC circuit. Connecting between the connection point of the inductance L and the resistor R and the connection point of the motor,
The power converter that causes the shaft voltage of the motor—the stator winding of the motor—the floating capacitance existing between the stator winding and the motor frame—the first frame of the motor The LCR filter circuit suppresses the high-frequency current flowing through the railcar and the rail in the path of
The LCR filter circuit suppresses a high-frequency current flowing in the power converter, the stray capacitance existing in the stator winding of the motor, and the second path of the power converter. A railway vehicle drive control device.

The present invention, in order to attain the aforementioned object, the present invention corresponding to claim 2, the plurality of paths constituting the AC circuit between the previous SL LCR filter circuit and the electric motor, when the power conversion apparatus fails 2. The railway according to claim 1, wherein a switch for opening the AC circuit is provided in series when a protection device for electrically protecting the power conversion device and the electric motor operates. A vehicle drive control device.

In order to achieve the above object, the invention corresponding to claim 3 is a direct drive type in which the driving force of the rotor is directly transmitted to the wheels of a railway vehicle traveling on a rail without using a power transmission mechanism. In a railway vehicle drive control device having an AC motor and a power conversion device that converts DC power to AC power and supplies the AC power to the motor,
The L C filter circuit that consists in an inductance L and a capacitor C to the alternating current circuit between said motor power converter provided,
The LC filter circuit is configured such that the inductance L is connected in series to a plurality of electric circuits constituting the AC circuit existing between the electric motor and the power converter, and one end of the capacitor C is connected to the AC circuit. Are connected between connection points of the inductance L and the electric motor, and the other end of the capacitor C is between the electric circuits forming the AC circuit, and the inductance L and the electric circuit. Connect between the connection points with the motor,
The power converter that causes the shaft voltage of the motor—the stator winding of the motor—the floating capacitance existing between the stator winding and the motor frame—the first frame of the motor The high-frequency current flowing in the railway vehicle and the rail in the path of is suppressed by the LC filter circuit,
The LC converter circuit suppresses a high-frequency current flowing in the second path of the power converter, the stray capacitance existing in the stator winding of the motor, and the second path of the power converter. A railway vehicle drive control device.

The present invention, in order to attain the aforementioned object, the present invention corresponding to claim 4, the plurality of paths constituting the AC circuit between the previous SL LC filter circuit and said electric motor, when the power conversion apparatus fails 4. The railway vehicle drive control device according to claim 3 , wherein a switch for opening the AC circuit is provided in series .

The present invention, in order to attain the aforementioned object, the present invention corresponding to claim 5, before Symbol LCR or the resonant frequency of the filter circuit to set the circuit constant to be in the range of less than 80kHz exceed 40 kHz, or for railway 2. The railway vehicle drive control device according to claim 1 , wherein a circuit constant is set so as to be a frequency band excluding a frequency band used in a signal security device for controlling a traffic light or a railroad crossing.

The present invention, in order to attain the aforementioned object, the present invention corresponding to claim 6, before Symbol LCR or the resonant frequency of the filter circuit to set the circuit constant to be in the range of less than 80kHz exceed 40 kHz, or for railway 3. The railway vehicle drive control device according to claim 2 , wherein a circuit constant is set so as to be a frequency band excluding a frequency band used in a signal security device for controlling a traffic light or a railroad crossing.

The present invention, in order to achieve the object, or invention corresponding to claim 7, sets the previous SL LC circuit constant such that the resonance frequency of the filter circuit in a range of less than 80kHz exceed 40 kHz, or for railway 4. The railway vehicle drive control device according to claim 3 , wherein circuit constants are set so as to be in a frequency band excluding a frequency band used in a signal security device for controlling a traffic light or a railroad crossing.

The present invention, in order to achieve the object, or invention corresponding to claim 8, sets the previous SL LC circuit constant such that the resonance frequency of the filter circuit in a range of less than 80kHz exceed 40 kHz, or for railway 5. The railway vehicle drive control device according to claim 4 , wherein a circuit constant is set so as to be a frequency band excluding a frequency band used in a signal security device for controlling a traffic light or a railroad crossing.

  In order to achieve the above object, the present invention corresponding to claim 9 is characterized in that at least the power conversion device and the LCR filter circuit or at least the power conversion device and the LC filter circuit are provided with electrostatic shielding and magnetic shielding. The railway vehicle drive control device according to any one of claims 1 to 8, which is housed in the same device box made of a possible material.

According to the railway vehicle drive control device of the present invention, in a railway vehicle drive system to which a direct drive AC motor is applied, a: “power conversion” that flows into the AC circuit, which causes shaft voltage generation of the direct drive AC motor. High-frequency current that flows out to the vehicle body and track in the path of `` device '' → `` winding of AC motor '' → `` floating capacity between winding and AC motor frame '' → `` frame of AC motor '',
b: It is possible to suppress both high-frequency currents flowing in the path of “power conversion device” → “floating capacitance existing between windings of each phase of the AC motor” → “power conversion device”. Thus, it is possible to prevent the signal security device 20 from being damaged by suppressing the generation of the voltage between the ends of the wheels (axle).

  According to another railcar drive control device of the present invention, the circuit constant is set so that the resonance frequency of the LCR filter circuit or the LC filter circuit is in the range of more than 40 kHz and less than 80 kHz, or the railway traffic signal. Since the circuit constants are set so as to be a frequency band excluding the frequency band used in the signal security device 20 for controlling railway crossings, the signal security device 20 installed on the rail side is using it. The signal frequency range of 25 Hz to 40 kHz and the range of 80 kHz or more are prevented from matching the resonance frequency of the LCR filter circuit or the LC filter circuit, and the alternating current of the resonance frequency flowing through the LCR filter circuit or the LC filter circuit is reduced. It is possible to prevent the signal security device 20 from being adversely affected.

  Furthermore, according to a different railcar drive control device of the present invention, at least the power converter and the LCR filter circuit or at least the power converter and the LC filter circuit are made of a material capable of electrostatic shielding and magnetic shielding. By storing in the same device box, the induction magnetic field generated from the wiring due to the alternating current of the resonant frequency flowing between the power converter and the LCR filter circuit or the LC filter circuit is prevented from leaking outside the device box. It is possible to prevent adverse effects on the equipment mounted on the vehicle body and the equipment installed on the track.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 shows a circuit configuration of a railway vehicle drive control device according to a first embodiment of the present invention. In the first embodiment, the LCR filter circuit 3 is provided instead of the common mode choke core 31 of FIG. 13 or the common mode choke coil 32 of FIG. Specifically, an inductance L (4 U to 4 W) and a resistance R are added to a three-phase AC circuit between the direct drive AC motor 2 and the power converter 1 such as a rectangular voltage type three-phase inverter shown in FIG. (6U to 6W), a capacitor C (5U to 5W), and a resistor R (6U to 6W), and the winding of the motor 2 is caused by the shaft voltage generated between the rotating shaft of the motor 2 and the frame 51 of the motor 2. The LCR filter circuit 3 for suppressing the high-frequency current flowing in the line, rail 10 and frame 51 is provided. In this case, a circuit in which the inductance 4U and the resistor 6U are connected in parallel, a circuit in which the inductance 4V and the resistor 6V are connected in parallel, and a circuit in which the inductance 4W and the resistor 6W are connected in parallel are connected in series to each electric circuit of the AC circuit. One end of each of the capacitors C5U, 5V, and 5W is connected in a star shape, and the other end is connected to a connection point between the electric motor 2, the inductances 4U to 4W, and the resistors R6U to 6W.

  A direct drive AC motor 2 that directly transmits the driving force of the rotor 53 to a wheel 9 of a railway vehicle traveling on the rail 10 without using a power transmission mechanism, and a DC power converted into an AC power to the motor. It has the power converter device 1 to supply.

  Other configurations are the same as those in FIG. 13 or FIG. 14, and the current collector 7, overhead line 8, wheel 9, rail 10, filter reactor 11, filter capacitor 12, and switching elements 13 </ b> U to 13 </ b> Z incorporated in the power conversion device 1. A DC circuit breaker 14, a control unit 15, an output current detector 41, and a DC voltage detector 42.

  In FIG. 1, a power converter 1 converts DC power into AC power and supplies power to the motor 2. This power conversion device 1 converts a DC voltage into a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency by arbitrarily turning on and off the built-in switching elements 13U to 13Z by the control unit 15. . A DC voltage, which is a power source of the power conversion device 1, is supplied from the overhead line 8 via the current collector 7. The direct drive AC motor 2 is for driving a railway vehicle, and is, for example, an induction motor. The power converter 1 supplies three-phase AC power of a U-phase current Iu, a V-phase current Iv, and a W-phase current Iw. Is done. At this time, line voltages Vuv, Vvw, and Vwu are applied to the terminals of the direct drive AC motor 2.

  The DC circuit breaker 14 is turned on when the power conversion device 1 is started, connects the overhead line 8 and the power conversion device 1, and detects the overcurrent and overvoltage protection of the power conversion device 1. Is opened (off) to cut off the current flowing from the overhead wire 8 into the power converter 1.

  The filter reactor 11 and the filter capacitor 12 have an effect of stabilizing the DC voltage input to the power conversion device 1. The control unit 15 outputs a signal for turning on / off the switching elements 13U to 13Z of the power conversion device 1 and a signal for turning on / off the DC circuit breaker 14.

  In FIG. 1, only signals related to the present invention are described as signals output from the control unit 15 in order to facilitate understanding of the operation of the embodiment of the present invention.

  The LCR filter circuit 3 includes inductances 4U to 4W, capacitors 5U to 5W, and resistors 6U to 6W, and has an action of suppressing a high-frequency current included in the three-phase alternating current to the motor 2. Here, the inductance L may be either a coil without an iron core (air core coil) or a coil with an iron core.

According to the first embodiment described above, the following operational effects can be obtained. That is, a flowing in the three-phase AC circuit that causes generation of the shaft voltage of the motor 2 a: “power converter 1” → “winding of the motor 2” → “floating capacitance between the winding and the frame of the motor 2” ”→” High-frequency current flowing out to the vehicle body and the track along the route “motor frame 51”, and
b: “Power conversion device 1” → “Between the three-phase windings of the motor 2 (between the U-phase winding and the V-phase winding, between the V-phase winding and the W-phase winding, and between the W-phase winding and the U-phase) The high-frequency currents of the U-phase to V-phase, the V-phase to W-phase, or the W-phase to U-phase high-frequency currents flowing through the path of “floating capacitance existing between windings” → “power converter 1” Thus, it is possible to suppress the occurrence of the voltage between the shaft ends of the wheels (axle) and to prevent the signal security device 20 from being damaged.

  Since the LCR filter circuit 3 can prevent the noise level from rising at the resonance point as compared with the LC filter circuit 3A described later, it is suitable for applications that reduce the influence of noise at the frequency of the resonance point of the LCR filter circuit 3. ing.

  Next, a railcar drive control apparatus according to a second embodiment of the present invention will be described with reference to FIG. In the second embodiment, the connection of capacitors 5U to 5W built in the LCR filter circuit 3 of FIG. 1 is changed to the star connection (star connection) of FIG. 1 to form a delta connection (triangular connection). The other components are the same as those of the first embodiment shown in FIG. 1, and are denoted by the same reference numerals.

  Next, a railcar drive control apparatus according to a third embodiment of the present invention will be described with reference to FIG. In the third embodiment, the midpoint of the star-connected capacitors 5U to 5W built in the LCR filter circuit 3 of FIG. 1 is connected to the DC side (minus side) circuit of the power converter 1, Other components are the same as those of the first embodiment shown in FIG. 1, and are denoted by the same reference numerals.

  According to the third embodiment described above, since the midpoint of the star-connected capacitors 5U to 5W built in the LCR filter circuit 3 is connected to the negative side circuit of the power converter 1, the common mode Although the effect of reducing the noise of (the power converter 1-the winding of the motor 2-the wheel 9-the rail 10-the mode in which current flows through the power converter 1) is improved, the current flowing through the LCR filter circuit is converted into power The three-phase side LCR filter circuit 3 of the device 1 increases by the amount of current flowing through the path of the minus side of the power conversion device 1.

  Next, a railcar drive control apparatus according to a fourth embodiment of the present invention will be described with reference to FIG. In the fourth embodiment, two direct drive AC motors 2 for driving a railway vehicle are connected in parallel, and AC power is supplied from one power converter 1 to a plurality of direct drive AC motors 2. Supply. Other components are the same as those of the first embodiment shown in FIG. 1, and are denoted by the same reference numerals.

  In FIG. 4, two direct drive AC motors 2 are shown connected in parallel, but the number of direct drive AC motors connected in parallel is two to three, four or more. The operation of each part in the embodiment of the present invention is the same even when the number is increased.

  In FIG. 4, the LCR filter circuit 3 may use a delta connection as in the second embodiment shown in FIG. 2 for connecting the built-in capacitors 5U to 5W. Further, the LCR filter circuit 3 may connect the midpoint of the built-in capacitors 5U to 5W to the minus side circuit of the power conversion device 1 in the same manner as the third embodiment shown in FIG.

  In the railway vehicle drive control apparatus according to the first to fourth embodiments of the present invention shown in FIGS. 1 to 4, the direct drive AC motor 2 is a synchronous motor even if it is an induction motor. In addition, even an electric motor having a permanent magnet (for example, a permanent magnet synchronous motor or a permanent magnet type reluctance motor) can obtain the effect of the present invention, and the type of the AC motor is not limited.

  Next, a railcar drive control apparatus according to a fifth embodiment of the present invention will be described with reference to FIG. As shown in FIG. 5, a switch, for example, an AC circuit contactor 16 is connected to a connection point between the LCR filter circuit 3 and the electric motor 2, and the other configurations are the same as those in FIG. 1. The AC circuit contactor 16 is a protection device (not shown) for electrically protecting the power conversion device 1 and the electric motor 2 when the power conversion device 1 fails, for example, when a protection relay is operated, or when AC is stopped It is for opening the circuit.

  The electric motor 2 used here may be, for example, either a permanent magnet synchronous motor having a permanent magnet in the rotor or a permanent magnet type reluctance motor. Other components are the same as those of the first embodiment shown in FIG. 1, and are denoted by the same reference numerals.

  Permanent magnet motors have the advantage that the efficiency of the motor is improved compared to induction motors, but when the permanent magnet motor is rotating, an induced voltage is generated at the terminals of the permanent magnet motor by the magnetic flux of the permanent magnet. To do. When the switching element built in the power converter 1 fails in the short-circuit mode or the LCR filter circuit 3 fails in the short-circuit mode, the terminals of the permanent magnet motor are short-circuited to form a closed circuit. Therefore, when the permanent magnet motor rotates, current flows from the permanent magnet motor to the failed power converter or the LCR filter circuit 3 due to the induced voltage, and the damage to the circuit is further enlarged. At this time, a braking force is generated in the permanent magnet motor due to the current flowing in the closed circuit between the permanent magnet and the power converter or LCR filter circuit. Therefore, traveling cannot be continued by another healthy drive control device in the train.

  In the railway vehicle drive control device according to the fifth embodiment of the present invention, when the power conversion device 1 fails, the circuit between the overhead line 8 that is the power source of the power conversion device 1 and the power conversion device 1 is DC-connected. The circuit breaker 14 opens, and the circuit between the LCR filter circuit 3 and the motor 2 is opened by the AC circuit contactor 16. The failure of the power conversion device 1 means that the switching elements 13U to 13Z built in the power conversion device 1 are damaged, or a circuit for turning on / off the switching elements 13U to 13Z is damaged. Means the state that cannot be started (state that cannot be operated). Regarding the failure detection of the power conversion device 1, for example, the detection signal of the output current detector 41 for the AC output current of the power conversion device and the DC voltage detector for the DC voltage are monitored by the control unit 15, and an abnormal value is shown. In case of failure.

  When the LCR filter circuit 3 and the power conversion device 1 fail, the circuit between the overhead line 8 and the power conversion device 1 that is the power source of the power conversion device 1 is opened by the DC circuit breaker 14, and The circuit between the LCR filter circuit 3 and the direct drive AC motor 2 is opened by the AC circuit contactor 16. Regarding the failure detection of the LCR filter circuit 3, for example, the detection signal of the output current detector 41 with respect to the AC output current of the power conversion device 1 is monitored by the control unit 15, and a failure is determined when an abnormal value is indicated.

  In FIG. 5, the output current detector 41 is described as being configured in three phases on the AC side of the power conversion device 1, but may be provided in any two of the three phases.

  According to the fifth embodiment described above, the faulty power converter 1 or LCR filter circuit 3 is opened from the overhead line 8 and the motor 2 as the power source by the AC circuit contactor 16 and the DC circuit breaker 14. Thus, while preventing the failure of the failed power converter 1 or LCR filter circuit 3 from spreading and preventing the braking force from acting on the electric motor 2, the running of the train is performed by another healthy drive control device in the train. Can continue.

  In the fifth embodiment of the present invention shown in FIG. 5, the AC circuit contactor 16 is a case where the operation mechanism is normally open (the mechanism in which the contact is opened when the operation drive coil is not pressurized). It is described. When the operation mechanism of the AC circuit contactor 16 is normally closed (a mechanism in which the contact is turned on when the operation drive coil is not pressurized), the operation drive is performed when the power converter 1 or the LCR filter circuit fails. The coil is pressurized and the AC circuit contactor 16 is opened. Other parts of the operation of the embodiment of the present invention are the same as those described above.

  In FIG. 5, the LCR filter circuit 3 may connect the built-in capacitors 5U to 5W to a delta connection as in the second embodiment shown in FIG.

  Next, a railcar drive control apparatus according to a sixth embodiment of the present invention will be described with reference to FIG. In the sixth embodiment, the middle point of capacitors 5U to 5W, which are built in the LCR filter circuit 3 and connected in a star shape, is connected to the negative side circuit of the power converter 1, and the other components Is the same as that of the fifth embodiment shown in FIG. 5, and is given the same reference numerals. According to this embodiment, the same effect as that of the embodiment of FIG. 3 can be obtained.

  Next, a railcar drive control device according to a seventh embodiment of the present invention will be described with reference to FIG. In the seventh embodiment, instead of the above-described LCR filter circuit 3, an LC filter circuit 3A including inductances 4U to 4W and capacitors 5U to 5W is provided. Specifically, in the AC circuit of the power converter 1, inductances 4U to 4W are respectively connected in series to connection points between the motor 2 and the output current detector 41, and one ends of the capacitors 5U to 5W are star-shaped. The other end is connected and connected to a connection point between the inductances 4U to 4W and the electric motor 2. Other components are the same as those of the first embodiment shown in FIG. 1, and are denoted by the same reference numerals.

  In the seventh embodiment of the present invention shown in FIG. 7, the LC filter circuit 3A uses a delta connection to connect the built-in capacitors 5U to 5W in the same manner as in the second embodiment shown in FIG. It is good. Further, in the seventh embodiment of the present invention shown in FIG. 7, the direct drive AC motor 2 has a plurality of direct drive AC motors, as in the fourth embodiment of the present invention shown in FIG. May be connected in parallel.

  Next, a railcar drive control apparatus according to an eighth embodiment of the present invention will be described with reference to FIG. In the eighth embodiment, the midpoint of the capacitors 5U to 5W built in the LC filter circuit 3A configured in the same manner as in FIG. 7 is connected to the minus side circuit of the power converter 1. The components are the same as those of the seventh embodiment shown in FIG. 7, and are denoted by the same reference numerals. According to this embodiment, the same effect as that of the embodiment of FIG. 3 can be obtained.

  Since the LC filter circuit 3A is provided, the effect of preventing the noise level from increasing at the resonance point is smaller than that of the LCR filter circuit 3 described above, but the influence of noise at the resonance point frequency of the LC filter circuit 3A is less. Suitable for applications that do not need to be considered.

  Further, in the eighth embodiment of the present invention shown in FIG. 8, the direct drive AC motor 2 includes a plurality of direct drive AC motors as in the fourth embodiment of the present invention shown in FIG. You may connect in parallel.

  Next, a railcar drive control device according to a ninth embodiment of the present invention will be described with reference to FIG. In the ninth embodiment, as in FIG. 7, the LC filter circuit 3A is configured with inductances 4U to 4W and capacitors 5U to 5W, and the AC circuit contactor 16 is provided as shown in FIG. The elements are the same as those in the embodiment shown in FIG. 7, and are denoted by the same reference numerals.

  In FIG. 9, the LC filter circuit 3 </ b> A may connect the capacitors 5 </ b> U to 5 </ b> W built in the LC filter circuit 3 </ b> A in a delta connection as in the second embodiment shown in FIG. 2. Further, the LC filter circuit 3A may connect the midpoint of the built-in capacitors 5U to 5W to the minus side circuit of the power conversion device 1 in the same manner as the third embodiment shown in FIG.

  Next, a railcar drive control apparatus according to a tenth embodiment of the present invention will be described with reference to FIG. In the tenth embodiment, circuit constants are set so that the resonance frequency of the LCR filter circuit 3 described above satisfies the following expression (1). Specifically, the circuit constants are set so that the resonance frequency of the LCR filter circuit 3 described above is in the range of more than 40 kHz and less than 80 kHz.

40 [kHz] <1 ÷ (2π ÷ √LC) <80 [kHz] (1)
In Equation (1), L is the inductance value [H], C is the capacitance of the capacitor [F],
π is the circumference ratio.

  The tenth embodiment described above may be modified as follows. The frequency band used in the currently used railway traffic signal and the signal security device 20 that controls the railroad crossing ranges from 25 Hz to 40 kHz which is the signal frequency used by the signal security device 20 installed on the track. And a range of 80 kHz or more. For this reason, the circuit constant of the resonance frequency of the LCR filter circuit 3 may be excluded from the above-described range, that is, the frequency band used by the signal security device 20. By configuring in this way, the following effects can be obtained.

That is, a current flowing in the three-phase AC circuit that causes shaft voltage generation of the direct drive AC motor 2 a: “power converter” → “AC motor winding” → “floating between the winding and the frame of the AC motor” High-frequency current that flows out to the vehicle body and track along the path of "capacitance" → "frame of AC motor"
b: “Power conversion device” → “Between three-phase windings of an AC motor (between U-phase winding and V-phase winding, between V-phase winding and W-phase winding, W-phase winding and U-phase winding) Suppresses both high-frequency currents of the U-phase to V-phase, V-phase to W-phase, or W-phase to U-phase high-frequency currents that flow through the path “floating capacitance existing between lines” → “power converter” In this way, the generation of the voltage between the shaft ends of the wheels (axle) can be suppressed to reliably prevent the signal security device 20 from being damaged, and the signal security device 20 installed on the track can be used. The signal frequency range of 25 Hz to 40 kHz and the range of 80 kHz or higher are prevented from matching the resonance frequency of the LCR filter circuit 3, and the alternating current of the resonance frequency flowing through the LCR filter circuit 3 is supplied to the signal security device 20. It is possible to reliably prevent adverse effects.

  The tenth embodiment described above can be applied to each of the embodiments shown in FIGS. 2 to 6, and as a result, the same operational effects as those of the tenth embodiment can be obtained.

  Next, an eleventh embodiment of the present invention will be described with reference to FIG. In this embodiment, similarly to the tenth embodiment described above, the circuit constants are set so that the resonance frequency of the LC filter circuit 3A is in the range of more than 40 kHz and less than 80 kHz. By comprising in this way, while preventing generation | occurrence | production of the voltage between the shaft ends of a wheel (axle) and preventing the disorder | damage | failure to the signal security apparatus 20, the signal security apparatus 20 installed in the track | orbit is used. The signal frequency range of 25 Hz to 40 kHz and the range of 80 kHz or more are prevented from matching the resonance frequency of the LC filter circuit 3A, and the alternating current of the resonance frequency flowing through the LC filter circuit 3A has an adverse effect on the signal security device 20. Can be prevented.

  The eleventh embodiment described above can also be applied to the embodiments of FIGS. 8 to 9, and as a result, the same operational effects as those of the tenth embodiment can be obtained.

  Next, a railcar drive control apparatus according to a twelfth embodiment of the present invention will be described with reference to FIGS. FIG. 10 shows at least the power conversion device 1, the LCR filter circuit 3, and the output current detector 41 as electrostatic shielding and magnetic shielding, taking the railway vehicle drive control device of FIG. 5 as the fifth embodiment of the present invention as an example. Are housed in the same device box 61 made of a material capable of.

  With the configuration as shown in FIG. 10, an induced magnetic field generated from the wiring by the alternating current of the resonance frequency of the LCR filter circuit 3 flowing in the AC circuit between the power converter 1 and the LCR filter circuit 3 is generated outside the device box 61. Since leakage can be prevented, adverse effects on equipment mounted on the vehicle body and equipment installed on the track can be prevented.

  11 is the same as the configuration of the railway vehicle drive control device of FIG. 5, and includes the power conversion device 1, the LCR filter circuit 3, the control unit 15, the filter capacitor 12, the output current detector 41 and the DC voltage detector 42. These are housed in the same device box 61 made of a material capable of electrostatic shielding and magnetic shielding. With this configuration, the induction magnetic field generated from the wiring due to the alternating current of the resonance frequency of the LCR filter flowing in the circuit between the power conversion device 1 and the LCR filter circuit 3 is prevented from leaking to the outside of the device box. It is possible to prevent adverse effects on installed equipment and equipment installed on the track.

  12 is the same as the configuration of the railway vehicle drive control device of FIG. 5, and includes a power conversion device 1, an LCR filter circuit 3, a control unit 15, a filter capacitor 12, a DC circuit breaker 14, an AC circuit contactor 16, The output current detector 41 and the DC voltage detector 42 are housed in the same device box 61 made of a material capable of electrostatic shielding and magnetic shielding. With this configuration, the induction magnetic field generated from the wiring due to the alternating current of the resonance frequency of the LCR filter circuit 3 flowing in the circuit between the power conversion device 1 and the LCR filter circuit 3 is prevented from leaking outside the device box, It is possible to prevent adverse effects on the equipment mounted on the vehicle body and the equipment installed on the track.

In the eleventh embodiment described above, in any of the first to ninth embodiments of the present invention described above, as in FIGS. 10 to 12, at least the power conversion device 1 of the railway vehicle drive control device. And the LCR filter circuit 3 or the LC filter circuit 3A in the same device box 61 made of a material capable of electrostatic shielding and magnetic shielding, a similar effect can be obtained. <Modification>
The present invention is not limited to the above-described embodiment, and may be configured as follows, for example. In the above-described embodiment, the power supplied from the power converter 1 to the motor 2 is three-phase AC power, for example, three-phase AC voltage, and the motor 2 has been described by taking a three-phase AC motor as an example. It can be implemented in the same manner even if it is other AC.

  In each of the above-described embodiments, the overhead line 8 is a DC overhead line (DC power supply). However, if the overhead line 8 is an AC overhead line (AC power supply), the circuit breaker 14 and the filter capacitor 12 You may make it install the converter for converting alternating current power supply into direct current power supply and supplying to the inverter which is the power converter device 1 in the meantime.

The figure explaining the circuit structure of the rail vehicle drive control apparatus of 1st Example of this invention. The figure explaining the circuit structure of the rail vehicle drive control apparatus of the 2nd Example of this invention. The figure explaining the circuit structure of the rail vehicle drive control apparatus of the 3rd Example of this invention. The figure explaining the circuit structure of the rail vehicle drive control apparatus of the 4th Example of this invention. The figure explaining the circuit structure of the rail vehicle drive control apparatus of the 5th Example of this invention. The figure explaining the circuit structure of the rail vehicle drive control apparatus of the 6th Example of this invention. The figure explaining the circuit structure of the rail vehicle drive control apparatus of the 7th Example of this invention. The figure explaining the circuit structure of the rail vehicle drive control apparatus of the 8th Example of this invention. The figure explaining the circuit structure of the rail vehicle drive control apparatus of the 9th Example of this invention. The figure explaining the structure of the rail vehicle drive control apparatus of the 12th Example of this invention. The figure explaining the 2nd structure of the rail vehicle drive control apparatus of the 12th Example of this invention. The figure explaining the 3rd structure of the rail vehicle drive control apparatus of the 12th Example of this invention. The figure explaining the circuit structure of the conventional railway vehicle drive control apparatus. The figure explaining the 2nd example of the circuit structure of the conventional railway vehicle drive control apparatus. The figure explaining the structural example of the direct drive type AC motor of a rail vehicle. The figure explaining the 2nd example of a structure of the direct drive type AC electric motor of a rail vehicle. The figure explaining the example of the drive device of the railway vehicle which drives a wheel from an electric motor via a gearwheel. The figure explaining the generation | occurrence | production principle of an axial voltage and the voltage between axial ends. The figure explaining the obstacle to the ground side antenna of the signal security device by the voltage between shaft ends.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Power converter device, 2 ... Direct drive type AC motor, 3 ... LCR filter circuit, 3A ... LC filter circuit, 4U-4W ... Inductance, 5U-5W ... Capacitor, 6U-6W ... Resistance, 7 ... Current collector, 8 ... overhead wire, 9 ... wheel, 10 ... rail, 11 ... filter reactor, 12 ... filter capacitor, 13U to 13Z ... switching element, 14 ... DC circuit breaker, 15 ... control unit, 16 ... AC circuit contactor, 20 ... signal Safety equipment, 21 ... ground antenna, 31 ... common mode choke core, 32 ... common mode choke coil, 41 ... output current detector, 42 ... DC voltage detector, 51 ... frame, 52 ... stator, 53 ... rotor 54 ... axle, 55 ... bearing, 56 ... rotor shaft, 57 ... joint, 59 ... small gear, 60 ... large gear, 61 ... device box.

Claims (9)

A direct drive AC motor that directly transmits the driving force of its rotor to the wheels of a railway vehicle traveling on a rail without passing through a power transmission mechanism, and power conversion that converts DC power into AC power and supplies it to the motor A railway vehicle drive control device comprising:
The L CR filter circuit that consists in an AC circuit with an inductance L and a capacitor C and a resistor R between the motor and the power converter is provided,
The LCR filter circuit connects the inductance L and the resistor R in parallel to a plurality of electric circuits constituting the AC circuit existing between the electric motor and the power converter, and the capacitor C One end is each electric circuit constituting the AC circuit, and is connected between the connection point of the inductance L and the resistor R and the connection point of the motor, and the other end of the capacitor C forms the AC circuit. Connecting between the connection point of the inductance L and the resistor R and the connection point of the motor,
The power converter that causes the shaft voltage of the motor—the stator winding of the motor—the floating capacitance existing between the stator winding and the motor frame—the first frame of the motor The LCR filter circuit suppresses the high-frequency current flowing through the railcar and the rail in the path of
The LCR filter circuit suppresses a high-frequency current flowing in the power converter, the stray capacitance existing in the stator winding of the motor, and the second path of the power converter. Railway vehicle drive control device. A plurality of paths constituting the AC circuit between the previous SL LCR filter circuit and the electric motor, when the power conversion apparatus fails, or the power converter, the motor protector for electrical protection of the 2. The railway vehicle drive control device according to claim 1, wherein a switch for opening the AC circuit when it operates is provided in series . A direct drive AC motor that directly transmits the driving force of its rotor to the wheels of a railway vehicle traveling on a rail without passing through a power transmission mechanism, and power conversion that converts DC power into AC power and supplies it to the motor A railway vehicle drive control device comprising:
The L C filter circuit that consists in an inductance L and a capacitor C to the alternating current circuit between said motor power converter provided,
The LC filter circuit is configured such that the inductance L is connected in series to a plurality of electric circuits constituting the AC circuit existing between the electric motor and the power converter, and one end of the capacitor C is connected to the AC circuit. Are connected between connection points of the inductance L and the electric motor, and the other end of the capacitor C is between the electric circuits forming the AC circuit, and the inductance L and the electric circuit. Connect between the connection points with the motor,
The power converter that causes the shaft voltage of the motor—the stator winding of the motor—the floating capacitance existing between the stator winding and the motor frame—the first frame of the motor The high-frequency current flowing in the railway vehicle and the rail in the path of is suppressed by the LC filter circuit,
The LC converter circuit suppresses a high-frequency current flowing in the second path of the power converter, the stray capacitance existing in the stator winding of the motor, and the second path of the power converter. Railway vehicle drive control device. A plurality of paths constituting the AC circuit between the previous SL LC filter circuit and said electric motor, wherein the power converter is provided switch for opening the AC circuit when the failed in series The railway vehicle drive control device according to claim 3 . Excluding a frequency band which are used in railway signaling devices to control to set the circuit constant, or railway traffic and railroad crossing as a resonance frequency in the range of less than 80kHz exceeded 40kHz before Symbol LCR filter circuit 2. The railway vehicle drive control device according to claim 1 , wherein circuit constants are set so as to be in a frequency band. Excluding a frequency band which are used in railway signaling devices to control to set the circuit constant, or railway traffic and railroad crossing as a resonance frequency in the range of less than 80kHz exceeded 40kHz before Symbol LCR filter circuit The railway vehicle drive control device according to claim 2 , wherein circuit constants are set so as to be in a frequency band. Excluding a frequency band which are used in railway signaling devices to control to set the circuit constant, or railway traffic and railroad crossing as a resonance frequency in the range of less than 80kHz exceeded 40kHz before Symbol LC filter circuit 4. The railway vehicle drive control device according to claim 3 , wherein circuit constants are set so as to be in a frequency band. Excluding a frequency band which are used in railway signaling devices to control to set the circuit constant, or railway traffic and railroad crossing as a resonance frequency in the range of less than 80kHz exceeded 40kHz before Symbol LC filter circuit 5. The railway vehicle drive control device according to claim 4 , wherein circuit constants are set so as to be in a frequency band.   The at least power converter and the LCR filter circuit or at least the power converter and the LC filter circuit are housed in the same device box made of a material capable of electrostatic shielding and magnetic shielding. Railroad vehicle drive control apparatus in any one of -8.

Images