JP4459881B2 - Power converter control method - Google Patents

Description

  The present invention relates to a method for controlling a blowerless power converter for driving a railway vehicle.

  In an inverter-driven railway vehicle that has been widespread in recent years, a power converter is cooled by using a blower (blower). Although cooling using this cooling blower can obtain a certain cooling efficiency, the driving sound of the blower is loud, and is particularly annoying when the vehicle is stopped at the home. In order to solve such a problem, for example, in the Shinkansen, a control method is considered in which the power converter mounted on the lower part of the vehicle body is cooled by running wind and is not cooled by the cooling blower.

  A vehicle adopting such a control method for a power converter without a blower cannot cool the power converter without a blower while the vehicle is stopped. In order to prevent this, it is necessary to stop the operation of the power converter without a blower. Furthermore, the control method for power converters without blowers has the problem that the cooling efficiency is easily affected by outside air temperature. In addition, in long trains such as the Shinkansen, waste heat from the power converters ahead is used. As a result, there is a phenomenon in which the outside air temperature increases as it goes backward. For this reason, when a train is formed using a vehicle equipped with a power converter having a cooling blower and a vehicle equipped with a power converter without a blower, the driving force of the train is maximized when the train departs. In order to achieve this, it is desirable to refrain from operating the power converter until the train speed reaches a speed at which the power converter without blower can be cooled by running wind.

  In view of the above problems, the present invention relates to a train composed of a vehicle equipped with a power converter having a cooling blower and a vehicle equipped with a power converter without a blower. It is an object of the present invention to provide a control method for protecting a power converter.

  In order to solve the above-described problems, the present invention provides a power converter with a blower cooled by a plurality of vehicles and a cooling blower equipped with a power converter without a blower that is cooled by traveling wind without using a cooling blower. In a method for controlling a power converter for a train for a railway vehicle that includes a plurality of vehicles equipped with a vehicle, the operation time of the power converter without a blower mounted on a vehicle located in the head direction of the train is determined. The power converter is controlled to be longer than the operation time of the blower-less power converter mounted on the vehicle located behind.

  The present invention provides the method for controlling a power converter, wherein the blower-less power converter mounted on the vehicle located in front of the train at the time of departure of the train is not mounted on the vehicle positioned rearward. The power converter is controlled so as to be activated before the power converter.

  According to the present invention, in the above power converter control method, the output of the power converter for the entire knitting generated when the operating time of the blowerless power converter mounted on the rear vehicle is short. The power converter is controlled to compensate for the shortage by increasing the output of the power converter with blower.

  The present invention provides the method for controlling a power converter, wherein the blower-less power converter mounted on the vehicle positioned rearward at the time of deceleration of the train is not mounted on the vehicle positioned forward. The power converter is controlled so that the deceleration operation is stopped before the power converter.

  In the method for controlling a power converter, the power converter is controlled such that the power converter without a blower stops a deceleration operation before the power converter with a blower.

  The present invention relates to the method for controlling an electric power converter, wherein the railway vehicle train is organized to include a vehicle equipped with an electric power converter having a cooling blower, and has a predetermined train speed after the train starts. After that, the operation of the power converter without a blower is started, and the shortage of the power converter output of the entire organization at this time is compensated by increasing the output of the power converter with a blower. Control the transducer.

  According to the present invention, in a railway vehicle train that includes a vehicle equipped with a power converter without a blower, while maintaining the acceleration / deceleration characteristics of a predetermined train, the train speed of the power converter without a blower is low. Deterioration and destruction due to the reduced cooling capacity can be prevented.

  The details of the method for controlling the power converter according to the present invention will be described with reference to the drawings. An example of train organization to which the method for controlling a power converter of the present invention is applied will be described with reference to FIG. In this example, the train is a control (accompanying) car 19 # 1, an electric car 11 # 2, an electric car 11 # 3, an electric car 11 # 4, an electric car 12 # 5, an electric car 12 # 6, and an electric car 11 #. 7. Electric car 11 # 8, electric car 11 # 9, and control (accompanying) car 10 # 10. The electric vehicle 11 is an electric vehicle on which a power converter 13B with a cooling blower is mounted, and the electric vehicle 12 is an electric vehicle on which a power converter 13BL without a cooling blower is mounted. The control (accompanying) vehicle 10 includes a control unit 14 that performs drive control of each power converter 11 and power converter 12.

  The outline of the configuration of the power converter will be described with reference to FIG. 2 showing the configuration of the power converter and the like. The power converter 13 includes a converter 131, a smoothing capacitor 132, and an inverter 133. The power converter 13B with a cooling blower is provided with a cooling blower 134 for cooling the converter, and the power converter 13BL without a blower is not provided with a cooling blower. Electric power from the overhead line is supplied to the primary winding 161 of the transformer 16 through the current collector 15, supplied from the secondary winding 162 to each power converter 13, converted into direct current by the converter 131, and the smoothing capacitor 132. After being smoothed, the inverter 133 converts it into a three-phase alternating current and supplies it to the induction motor IM.

  The blowerless power converter 13BL is cooled by the traveling wind generated when the train travels as described above.

  The control method of the power converter according to the present invention will be described with reference to FIG. FIG. 3 (a) shows the time change of the train speed when the control method of the present invention is adopted, FIG. 3 (b) shows the time change of the output of the power converter for the entire train, and FIG. 3 (c) Shows the time change of the output per power converter when the control method of the present invention is not employed, and FIG. 3 (d) is a power converter with a cooling blower when the control method of the present invention is employed. FIG. 3 (e) shows the time change of the output per unit of the power converter 13BL # 5 without a blower when the control method of the present invention is adopted, FIG. 3 (d) is a diagram showing the time change of the output per one blowerless power converter 13BL # 6 when the control method of the present invention is adopted. In this example, description will be made assuming that the power converter 13BL # 6 is on the leeward side.

  As shown in FIG. 3A, the train departs from time A, gradually increases in speed, starts coasting at time E, starts decelerating at time F, and stops at time I. The output of the power converter for the entire knitting at this time increases as the output increases during power running from time A to time E as shown in FIG. A regenerative operation is performed during deceleration from time F to time I. When the control method of the present invention is not applied, the output per unit of each power converter at this time is in the form of equally sharing the knitting output as shown in FIG.

  When the power converter 13BL without a blower is operated in a pattern as shown in FIG. 3C, the train speed is low at the start and at the end of deceleration, so that sufficient cooling is not performed, and the power converter deteriorates. May cause destruction. In order to avoid such inconvenience, in the power converter control method of the present invention, for example, as shown in FIGS. 3 (a) and 3 (e), the power converter 13BL # 5 without a blower at the time of departure is used. The operation is started at time B when the train speed becomes Vb. Similarly, the blowerless power converter 13BL # 6 located behind the non-blower power converter 13BL # 5 in the traveling direction of the train waits until a time point C at which the train speed Vc is reached, and starts operation from the time point C. In this case, since the power converter output during knitting is insufficient in the entire knitting, as shown in FIGS. 3 (a) and 3 (d), power converters 13B # 2 to # 4 with cooling blowers, In # 7 to # 9, the output shortage of the entire train is borne equally to each power converter 13B, for example. When the power converter 13BL without a blower starts operation, the power converter 13B with a blower for cooling the nuclear power decreases the output corresponding to the shortage. In this case, at the time of low speed, there is a margin in the output of each cooling blower-equipped power converter 13B, so that the output of the entire knitting can be sufficiently maintained.

  Similarly, when the train decelerates, each power converter 13 performs a regenerative operation from time point F. Also in this case, the blower-free power converter 13BL whose cooling efficiency decreases as the train speed decreases is located rearward. The converter 13BL # 6 is at the train speed Vg (time point G), and the converter 13BL # 5 located in front of the converter 13BL # 6 stops the regenerative operation at the train speed Vh (time point H). Sufficient braking force can be obtained by sharing the output shortage by the power converters 13B # 2 to # 4 and 13 # 7 to # 9 with cooling blowers.

  In this way, in the train formed by mixing the power converter 13BL having no cooling blower and the power converter 13B with cooling blower, the power converter without blower is used when the train is stopped or at a low speed. By stopping the operation of 13BL and sharing the output shortage of the entire train by the power converter 13B with cooling blower, the train output can be compensated and the power converter 13BL without blower is protected. be able to.

  In the above embodiment, the operation pattern such as the operation start time, the regenerative braking operation stop time, the driving force, and the operation conditions of the blowerless power converter 13BL is the same as that of the train of the vehicle equipped with each of the blowerless power converters 13BL. It changes depending on the position of the train and the traveling direction of the train.

  The change of the driving pattern of the power converter 13 is such that the driving force of the power converter 13 mounted on the leading vehicle is greater than the driving force of the power converter 13 mounted on the rear vehicle. Set to Furthermore, in a train in which the driving force is set in consideration of adhesion, the optimum driving force determined by the above and the above conditions are merged and set.

  In the present invention, the operation time of the blowerless power converter 13BL mounted on the vehicle in the head direction is made longer than the operation time of the rear blowerless power converter 13BL, that is, the start operation start speed and The deceleration operation stop speed is set so as to be lowered by the front converter 13.

  In the above embodiment, the case where the train is formed by mixing the power converter 13BL without the cooling blower and the power converter 13B with the cooling blower is described. However, the power without the cooling blower is described. When the train is trained only with a vehicle equipped with the converter 13BL, the start operation is sequentially started from the leading vehicle having a high cooling efficiency, and the lack of output of the entire train is connected to the blowerless power converter on the leading side. By paying with 13BL, the lack of output of the entire knitting can be compensated.

The figure explaining the structure of the train to which the control method of the converter for electric power of this invention is applied. The figure explaining the structure of the power converter mounted in the train vehicle to which the control method of the power converter of this invention is applied. Time chart illustrating a method for controlling a power converter according to the present invention

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Control (accompanying) vehicle, 11 ... Electric vehicle (equipped with power converter with cooling blower), 12 ... Electric vehicle (equipped with power converter without blower), 13B ... Power converter with cooling blower, 13BL Power converter without blower 131 131 Converter 14 Control device 132 Smoothing capacitor 133 Inverter 134 Cooling blower 15 Current collector 16 Transformer 161 Primary winding 162 Secondary winding,

Claims (6)

A plurality of vehicles equipped with a power converter without a blower that is cooled by traveling wind regardless of a cooling blower and a plurality of vehicles equipped with a power converter with a blower cooled by a cooling blower are formed. In a method for controlling a power converter for a train for a rail vehicle,
The operation time of the blowerless power converter mounted on the vehicle located in the head direction of the train is longer than the operation time of the blowerless power converter mounted on the vehicle located rearward. To control the power converter.   2. The method for controlling a power converter according to claim 1, wherein the blower-less power converter mounted on the vehicle located in front of the train at the time of departure of the train is not mounted on the vehicle positioned rearward. A method for controlling a power converter, wherein the power converter is started before the power converter.   3. The method for controlling a power converter according to claim 1 or 2, wherein the power conversion of the entire train is caused by a short operation time of the blower-less power converter mounted on the rear vehicle. A method for controlling a power converter, wherein the shortage of the output of the power supply is compensated by increasing the output of the power converter with a blower.   The power converter control method according to any one of claims 1 to 3, wherein the blower-less power converter mounted on a vehicle located rearward when the train is decelerated is positioned forward. A power converter control method, comprising: stopping a deceleration operation prior to the blower-less power converter mounted on a vehicle.   4. The method for controlling a power converter according to claim 1, wherein the power converter without a blower is stopped from decelerating before the power converter with a blower. 5. A method for controlling the power converter.   The method for controlling a power converter according to any one of claims 1 to 5, wherein the railway vehicle train is formed to include a vehicle equipped with a power converter having a cooling blower, and the train. The operation of the power converter without a blower is started after reaching a predetermined train speed after the departure of the train. At this time, the output of the power converter with a blower is increased due to a shortage of the power converter output of the entire train. A method for controlling a power converter, which is supplemented by

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