CN108349397A - Electric power converter for railway vehicle - Google Patents

Abstract

The railways force conversion system of embodiment has：The first winding of transformer, the transformer is electrically connected to stringing via current collecting equipment；Main power-converting device is connected to the secondary windings of transformer, is connected to drive motor；Secondary power-converting device is connected to the tertiary winding of transformer, to being equipped on being supplied electric power by the subsidiary engine of driven object for rolling stock；Transformer and stringing are electrically cut off disconnecting device；Detector is set between stringing and disconnecting device, detects the presence or absence of the supply of electric power from stringing；And control unit, according to detector output at least without between the non-Electric region of the supply of the electric power from the stringing by period, in the state that transformer and stringing are electrically cut off by disconnecting device, make main power-converting device that the regenerated electric power of drive motor are supplied to the secondary power-converting device via transformer, thus even if section by when can continue to power supply of the big electric power to subsidiary engine.

Description

Power conversion device for railway vehicles

technical field

An embodiment of the present invention relates to a power conversion device for a railway vehicle.

Background technique

Conventionally, an electric locomotive for traction or propulsion of a passenger car or a freight car has been equipped with a sub-power conversion device for supplying electric power to a motor for driving the electric locomotive. Electricity is supplied to auxiliary machines such as air conditioners of passenger cars and trucks.

prior art literature

patent documents

Patent Document 1: Japanese Patent Laid-Open No. 2010-215013

Contents of the invention

However, in order to smoothly transfer the electric locomotive between the overhead lines belonging to different power supply systems, the overhead lines that supply electric power to the electric locomotive via current collectors such as pantographs are installed between the overhead lines that belong to different power supply systems. There is a zone that is a dead zone where no power is supplied.

When passing through this section, the power supply to the current collector is stopped. Therefore, for high-power auxiliary equipment such as air conditioners, once the power supply is stopped and restarted, the auxiliary equipment cannot be driven for several tens of seconds. period.

Therefore, during train operation, it becomes one of the factors that hinder comfortable operation.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a power conversion device for railway vehicles that can continue to supply large power to auxiliary machinery even when a section is passing.

A power conversion device for railways according to an embodiment includes: a transformer whose primary winding is electrically connected to overhead wires via a current collector; a main power conversion device connected to a secondary winding of the transformer and connected to a driving motor; and a secondary power conversion device. The device is connected to the tertiary winding of the transformer to supply power to the auxiliary machine of the driven object mounted on the railway vehicle; the cutting device is used to electrically cut off the transformer and the overhead line; the detector is installed between the overhead line and the cutting device to detect presence or absence of power supply from the overhead line; and the control unit, during the passing period of the dead zone where at least the power supply from the overhead line is not performed according to the output of the detector, when the transformer and the overhead line are separated by the disconnecting device In a state where the line is electrically disconnected, the main power conversion device is caused to supply the regenerative power of the drive motor to the sub power conversion device via the transformer.

Description of drawings

FIG. 1 is an explanatory diagram of a train and a wire-strapped state according to the embodiment.

Fig. 2 is a schematic configuration diagram of an electric power system of the locomotive according to the first embodiment.

Fig. 3 is a schematic block diagram of a main power conversion device.

FIG. 4 is a block diagram showing a detailed configuration of a voltage signal generating unit constituting a part of the control unit.

5 is a block diagram showing a functional configuration of a control unit functioning as a converter control unit.

6 is a block diagram showing a functional configuration of a control unit functioning as an inverter control unit.

Fig. 7 is an explanatory view of the operation of the first embodiment.

Fig. 8 is an explanatory diagram when a surge voltage is generated.

FIG. 9 is an explanatory diagram of an operation of a modified example of the embodiment.

FIG. 10 is an explanatory diagram when a surge voltage is generated in the first modified example.

11 is a detailed configuration block diagram of a voltage signal generation unit constituting a part of the control unit in the second embodiment.

12 is a block diagram showing a detailed configuration of a control unit functioning as a converter control unit in the second embodiment.

Fig. 13 is an explanatory diagram of the operation of the second embodiment.

Fig. 14 is an explanatory view of the operation of the third embodiment.

Detailed ways

Next, preferred embodiments will be described with reference to the drawings.

FIG. 1 is an explanatory diagram of a train and a wire-strapped state according to the embodiment.

The train 100 includes an electric locomotive (railway vehicle) 101 and a passenger car (or freight car) 102 towed (or pushed from behind) by the electric locomotive 101 .

Here, the electric locomotive 101 includes a pantograph 12 supplied with AC power from an overhead line (return line) 11 , and wheels 14 grounded via a line 13 .

In addition, the overhead line 11 includes two overhead lines 11A and 11B having different power supply systems, and a section (a non-electrical section [non-energized section]) for overhead line switching is provided between the two overhead lines 11A and 11B. 11X.

In the above configuration, the electric locomotive 101 is equipped with a vehicle control device 21, and the vehicle control device 21 transmits information such as control signals from the ground equipment via the ground equipment ET installed on the line 13 side and the on-board equipment TT installed on the electric locomotive 101. The entire control of the electric locomotive 101 is performed with reference to the acquired information. Then, the ground equipment performs a notice of arrival at the segment 11X (segment arrival notice) before arriving at the segment 11X via the ground device ET and the on-vehicle device TT.

[1] The first embodiment

Fig. 2 is a schematic configuration diagram of an electric power system of the locomotive according to the first embodiment.

As shown in FIG. 2 , in an electric locomotive 101 according to the embodiment, a disconnector 15 and a primary of a transformer 16 are connected in series between a pantograph 12 supplied with AC power from an overhead line (return line) 11 and a wheel 14 grounded via a line 13. Winding (primary coil) 16A.

A plurality of (in FIG. 2, N systems. N is an integer greater than or equal to 2.) secondary windings (secondary coils) 16B of the transformer 16 are respectively passed through a main power conversion device (in FIG. 2, described as CI) 17 -1 to 17-N are connected to the motor 18 for driving. In the present embodiment, the motor 18 can be used as an electric power source that supplies regenerative electric power as a generator during idle running.

In addition, in the following description, when it is not necessary to identify each of the main power conversion devices 17 - 1 to 17 -N, the main power conversion device 17 is described.

In addition, corresponding secondary power conversion devices 19A to 19D are respectively connected to a plurality of (in FIG. 2 , four systems) tertiary windings (tertiary coils) 16C of transformer 16 . Here, sub power conversion device 19A and sub power conversion device 19C (respectively described as APU in the figure) supply electric power to auxiliary machine (vehicle electrical equipment) 20A and auxiliary machine 20C mounted on electric locomotive 101 . In addition, sub power conversion device 19B and sub power conversion device 19D (illustrated as LGU in the figure) supply electric power to auxiliary machine (vehicle electric equipment) 20B and auxiliary machine 20D mounted on bus 102 .

A voltage detector (PT: Potential transformer) 27 is provided between the pantograph 12 and the disconnector 15 . The voltage detector 27 detects the overhead wire voltage and outputs the detected overhead wire voltage to the control unit 23 described later. Here, the voltage detector 27 functions as a detector that detects the presence or absence of supply of electric power from the overhead wire 11 .

In the above configuration, the disconnector 15 is controlled by the vehicle control device 21 .

In addition, under the control of the vehicle control device 21 , the control unit 23 controls the main power conversion device 17 and the sub power conversion devices 19A to 19D.

Furthermore, each secondary winding 16B is provided with a current sensor 24B for detecting a current flowing through each secondary winding 16B. Similarly, a current sensor 24C for detecting a current flowing through each tertiary winding 16C is provided for each tertiary winding 16C.

Fig. 3 is a schematic block diagram of a main power conversion device.

The main power conversion device 17 is roughly divided into: a converter (CNV) 31, which converts the AC power input from the transformer 16 into DC power according to the converter PWM control signal PWM1 during normal operation, and during the regenerative power supply operation During normal operation, the inverter (INV) 32 converts the DC power input from the inverter 32 described later into AC power according to the converter PWM control signal PWM1, and supplies it to the transformer 16; PWM2 converts the DC power input from the converter 31 into three-phase AC power and supplies it to the motor 18, and converts the regenerative power (AC power) of the motor 18 into DC power based on the inverter PWM control signal PWM2 and supplies it to the converter. 31 ; and a DC voltage sensor 33 that detects the voltage of the DC power input and output between the converter 31 and the inverter 32 .

FIG. 4 is a block diagram showing a detailed configuration of a voltage signal generating unit constituting a part of the control unit.

In this case, the voltage signal generator 40 generates and outputs a voltage signal Vsv having the same phase and the same voltage (effective voltage) as the AC power input from the overhead wire 11 via the pantograph during normal running, and outputs it. Generates a voltage having the same phase and the same voltage (effective voltage) as the AC power input just before entering the segment 11X at the time of disappearance of the overhead line voltage due to traveling in the segment (no electricity section) 11X The signal Vsv is output as a virtual wiring voltage signal.

The voltage signal generator 40 includes a power outage detection unit 41 that determines that power is not being supplied from the overhead wire 11 when the overhead wire voltage is not detected for a predetermined threshold time or longer based on the overhead wire voltage detected by the voltage detector 27. , the power failure detection signal is output to "H" level ("1"); the power supply phase detection part 42 detects the voltage supplied from the overhead wire 11 according to the overhead wire voltage (the change in instantaneous voltage value) detected by the voltage detector 27. The phase of the AC power; the power supply voltage calculation unit 43 calculates the effective voltage of the AC power supplied from the overhead line 11 according to the overhead line voltage detected by the voltage detector 27; the subtractor 44 calculates the phase detected by the power supply phase detection unit 42 The phase difference with the phase of the virtual overhead line voltage phase signal described later; the limiter 45, which limits the phase difference as the output of the subtractor 44 within a predetermined range; The output of the limiter 45 is added to the output virtual overhead line voltage phase signal θv.

The subtracter 44 , the limiter 45 , and the adder 46 are combined to constitute a phase change rate limiter, and have a function of making the value of the virtual overhead line voltage phase signal θv gradually approach the output of the power supply phase detection unit 42 . As the set value of the voltage change rate limiter, a value (for example, 180 degrees/s) that can be followed by the control of the auxiliary machine using the voltage signal Vsv is set without abnormality. For example, when the setting value of the phase change rate limiter is set to 180 degrees/s, when the processing of the voltage signal generating unit 40 is executed in a cycle of 1 ms in a program executed on a microcomputer, the limit The limit value of the device 45 may be set to 0.18 degrees (=180 degrees/1000ms).

Furthermore, the voltage signal generation unit 40 includes: a subtracter 47 for calculating the voltage difference between the effective voltage calculated by the power supply voltage calculation unit 43 and a virtual overhead line voltage value signal Vv described later; The voltage difference is limited within a predetermined range (for example, within 360 degrees); and an adder 49 adds the output of the limiter 48 to the output of the power supply voltage calculation unit 43 .

The subtracter 47 , the limiter 48 , and the adder 49 constitute a voltage change rate limiter in combination, and have a function of making the value of the virtual overhead line voltage value signal Vv gradually approach the output of the power supply voltage detection unit 43 . As the set value of the voltage change rate limiter, a value (for example, 200 V/s) that can be followed by the control of the auxiliary machine using the voltage signal Vsv is set without abnormality. For example, when the setting value of the voltage change rate limiter is set to 200 V/s, it is assumed that when the processing of the voltage signal generating unit 40 is executed in a cycle of 1 ms as a program executed on a microcomputer, the limiter The limit value of 45 can be set to 0.2V (=200V/1000ms).

Furthermore, the voltage signal generation unit 40 includes a virtual overhead line voltage generation unit 51 that receives the output of the adder 46 through one terminal T11 of the changeover switch 50 and receives the output of the adder 46 through one terminal T21 of the changeover switch 52 . The output of the adder 49 outputs the virtual overhead line voltage value signal Vv, the virtual overhead line voltage phase signal θv, and the overhead line voltage signal Vsv.

Here, the virtual overhead line voltage generation unit 51 is constituted, for example, as a program executed on a microcomputer whose control input is a power supply phase value and a power supply voltage value (effective value). The unit 41 determines that the virtual overhead line voltage value signal Vv has a value equal to the effective voltage value of the AC power supplied from the overhead line 11 calculated by the power supply voltage calculation unit 43 during the period when power is supplied from the overhead line 11 . In addition, in the virtual overhead line voltage generation unit 51 , the virtual overhead line voltage phase signal θv becomes a phase value of the AC power supplied from the overhead line 11 while the power outage detection unit 41 determines that power is supplied from the overhead line 11 . equal value.

Therefore, in the virtual overhead wire voltage generation unit 51 , the overhead wire voltage signal Vsv output during the period in which the power outage detection unit 41 determines that the slave overhead wire 11 is supplied with power is equal to the slave overhead wire 11 calculated by the power supply voltage calculation unit 43 . A value equal to the effective voltage value of the supplied AC power.

In other words, it is equivalent to the case where the voltage signal generating unit 40 does not perform effective operation, and the overhead wire voltage detected by the voltage detector 27 is directly output as the overhead wire voltage signal Vsv.

In addition, in the virtual overhead line voltage generation unit 51, the virtual overhead line voltage value signal Vv continues to be output during the period when the power failure detection unit 41 determines that the secondary overhead line 11 is not supplied with power. The imaginary overhead line voltage value signal Vv and the imaginary overhead line voltage phase signal θv before the overhead line 11 is not supplied with power are still output continuously, and the power outage detection unit 41 is judged as the imaginary overhead line voltage phase immediately before the overhead line 11 is not supplied with electric power. Signal θv.

Therefore, in the virtual overhead line voltage generation unit 51, the overhead line voltage signal Vsv output during the segment passing continues to be output during the period when the power failure detection unit 41 determines that no power is supplied from the overhead line 11, that is, during the section passing process. The unit 41 judges that the value is equal to the effective voltage value of the AC power supplied from the overhead wire 11 immediately before power is not supplied from the overhead wire 11 .

Hereinafter, the period from the start of the regeneration preparation operation described later to the section 11X, which is the non-electric section of the auxiliary machines 20A to 20D, supplied with regenerative power by the electric locomotive 101 is referred to as the regeneration processing period. The period other than that is called the non-regeneration processing period.

In the above configuration, the virtual overhead line voltage generation unit 51 generates a virtual overhead line voltage phase signal θv having the same phase as that of the AC power supplied from the overhead line 11 output by the power supply phase detection unit 42 during the non-regenerative processing period, and outputs it to the subtractor. 44 and another terminal T12 of the switch 50.

Similarly, during the non-regeneration process, the virtual overhead line voltage generator 51 outputs the virtual overhead line voltage value signal Vv=0 to the subtracter 47 and the other terminal T22 of the changeover switch 52 .

As a result, during the non-effective regeneration process, the output of the adder 46 and the output of the adder 49 are input to the virtual overhead line voltage generation unit 51 . Then, the virtual overhead line voltage generator 51 outputs an overhead line voltage signal Vsv that does not effectively affect the control (=actually zero) based on the outputs of the adder 46 and the adder 49 .

At this time, the virtual overhead-wire voltage phase signal θv and the virtual overhead-wire voltage value signal Vv output by the virtual overhead-wire voltage generator 51 respectively have phases corresponding to those of the power supply when the limiter 45 and the limiter 48 are not actually operating. The phase of the AC power supplied from the overhead line 11 detected by the detection unit 42 is equal to the effective voltage of the AC power supplied from the overhead line 11 calculated by the power supply voltage calculation unit 43 .

In addition, when the virtual overhead line voltage generator 51 passes through the section 11X (no power period: at the time of power outage), the selector switch 50 is switched to the terminal T12 side and the selector switch 52 is switched to the terminal T12 side according to the power outage detection signal. T22 side. Therefore, the virtual overhead wire voltage phase signal θv and the virtual overhead wire voltage value signal Vv output by itself are input to the virtual overhead wire voltage generation unit 51 .

As a result, when passing through the section 11X (no power period: at the time of power failure), the overhead wire voltage signal Vsv is continuously output. The phase corresponding to the same phase as the phase of the AC power supplied from the overhead wire 11 output by the power supply phase detection part 42 input just before; The effective voltage of the AC power supplied by the line 11 is the same voltage.

5 is a block diagram showing a functional configuration of a control unit functioning as a converter control unit.

The control unit 23 includes a DC link voltage control unit 61C for the converter 31 that controls the DC voltage detected by the DC voltage sensor 33 ( DC link voltage) to output a DC link voltage control signal in such a manner that it becomes a voltage equivalent to the DC link voltage command signal VdcRef; and the converter current command generation unit 62 generates a converter voltage based on the DC link voltage control signal and the output of the power supply phase detection unit. The current command signal IsRef is output.

In addition, the control unit 23 includes a converter current control unit 63 that outputs a converter current control signal IsRef based on the output of the current sensor 24 provided on the secondary winding 16B and a converter current command signal, and an adder 64 that calculates the power supply voltage The output of the converter current control unit is added to the output of the converter current control unit; the adder 65 adds the overhead line voltage signal Vsv output by the virtual voltage generation unit to the output signal of the adder 64; and the converter PWM control unit 66, according to the adder The output of 65 outputs the converter PWM control signal PWM1 to the converter.

6 is a block diagram showing a functional configuration of a control unit functioning as an inverter control unit.

The control unit 23 includes a DC link voltage control unit 61I for the inverter 32, which controls the DC voltage detected by the DC voltage sensor 33 ( DC link voltage) to output the DC link voltage control signal so as to have a voltage corresponding to the DC link voltage command signal VdcRef;

In addition, the control unit 23 includes an inverter current command generating unit 72 for generating and outputting a q-axis current command signal IqRef and a d-axis current command signal IdRef as inverter current command signals based on the output of the adding unit 71; The inverter current control unit 73 outputs an inverter current control signal based on the q-axis current command signal IqRef and the d-axis current command signal IdRef; The PWM control signal PWM2 is output to the inverter.

In the above configuration, during the non-regenerative processing period, the DC link voltage control unit 61C operates, and the DC link voltage control unit 61I stops (outputs 0).

On the other hand, during the regeneration process, the DC link voltage control unit 61C stops (outputs 0), and the DC link voltage control unit 61I operates. At this time, the traction force command signal is set to traction force=0.

Next, the operation of the first embodiment will be described.

Fig. 7 is an explanatory view of the operation of the first embodiment.

At time t1, the phase of the overhead line voltage supplied to the primary winding 16A coincides with the phase of the voltage supplied to the secondary winding 16B before the timing of arrival at the section 11X is announced from the ground equipment using the track circuit.

Then, at time t1, when the arrival of the section 11X is predicted based on the section control signal from the ground equipment via the ground machine ET and the on-board machine TT (refer to FIG. 1 ), the converter current command signal (IsRef) and the inverter current command signal (IsRef) The torque of the motor 18 (motor torque) is controlled so that the torque of the motor 18 gradually decreases. That is, the converter current command generator 62 of the converter controls the DC side current (=DC link current) flowing from the converter 31 to the inverter 32 gradually to zero.

As a result, converter current command generation unit 62 controls so that the DC side current (=DC link current) of the converter becomes substantially zero at time t2, and inverter current command generation unit 72 controls the inverter current command generation unit 72 so that the inverter current The three-phase AC side current flowing from the inverter 32 to the motor 18 is controlled so that it becomes substantially zero.

Then, at time t2, the control unit 23 shifts to the regeneration preparation operation in order to bring the operation of the main power conversion device 17 into the regeneration operation mode. That is, at time t2, the period of non-regenerative processing is shifted to the period of regenerative processing.

Thus, the DC link voltage control unit (inverter) 61I in the operating state controls the AC side current flowing from the converter 31 to the converter 31 of the transformer 16 to gradually increase. In addition, the inverter current command generation unit 72 controls so that the DC side current (=DC link current) which is the regenerative current generated by the motor 18 and output to the converter 31 gradually increases.

Thus, even when the locomotive 101 arrives at the section 11X that is a non-energized section, the regenerative electric power of the motor 18 can be supplied to the sub power conversion devices 19A to 19D via the transformer 16, and the sub power conversion devices 19A to 19D are shown in Table 1. Apparently, preparations for maintaining the state of continuing to supply power from the overhead wire 11 are completed.

Then, at time t3 when the regeneration preparation operation is reliably completed, the disconnector 15 is brought into an open state (off state: disconnected state).

Therefore, during the period from time t3 to time t4, power is not supplied from overhead wire 11 to secondary power conversion devices 19A to 19D via pantograph 12 and primary winding 16A of transformer 16 , but main power conversion device 17 supplies The regenerative electric power of the motor 18 is supplied to the sub power conversion devices 19A to 19D. Therefore, the sub power conversion devices 19A to 19D continue to supply electric power to the auxiliary machines 20A to 20D, and the auxiliary machines 20A to 20D maintain a state of continuing to operate.

On the other hand, during the period from time t3 to time t4, the voltage detector 27 is still detecting the overhead line voltage, so the power failure detection signal is still at "0" level.

Then, at time t4, when the electric locomotive 101 reaches the section 11X which is a no-power section, the voltage detector 27 cannot detect the overhead line voltage, and the power failure detection signal changes to "1" level.

As a result, the power failure detection signal becomes "1" level, so the selector switch 50 is switched to the terminal T12 side. In addition, the selector switch 52 is switched to the terminal T22 side. Therefore, the virtual overhead wire voltage phase signal θV and the virtual overhead wire voltage value signal Vv output by itself are input to the virtual overhead wire voltage generation unit 51 .

As a result, the virtual overhead-wire voltage generation unit 51 continues to output the overhead-wire voltage signal Vsv to the PWM control unit 66 via the adder 65, wherein the overhead-wire voltage signal Vsv has: the sum and the value inputted by the power supply phase detection unit just before The phase corresponding to the same phase as the phase of the AC power supplied from the overhead wire 11 output by 42; Voltage.

At this time, since the output of the converter current control unit 63 is zero, the wire voltage signal Vsv is effectively output to the PWM control unit 66 . As a result, the converter 31 makes the regenerative power of the motor 18 output from the inverter 32 the same (phase and voltage) as that received from the overhead wire 11A, and transfers the regenerative power in the area via the secondary winding 16B and the tertiary winding 16C. Segment 11X is supplied to auxiliary machines 20A to 20D via sub power conversion devices 19A to 19D during the passing period (time t4 to time t5). Therefore, the auxiliary machines 20A to 20D continue the operation.

Then, at time t5, when the electric locomotive 101 passes through the section 11X and reaches the overhead line 11B, the voltage detector 27 detects the overhead line voltage again, and the power failure detection signal changes to "0" level.

At this point in time, as shown in FIG. 7 , the phase and voltage of the AC power supplied from the overhead line 11B are different from the phase and voltage of the AC power supplied from the overhead line 11A. Therefore, the control unit 23 continues to supply the regenerative electric power of the motor 18 from the main power conversion device 17 to the auxiliary machines 20A to 20D.

At this time, the outputs of the power supply phase detection unit 42 and the power supply voltage calculation unit 43 are again input to the virtual overhead line voltage generation unit 51 via the adder 46 and the adder 49 . Therefore, the virtual overhead-wire voltage generator 51 gradually approaches the overhead-wire voltage signal Vsv to the voltage waveform detected by the voltage detector 27 . Then, the time when it is judged (=can be judged) that the phase of the regenerative power as the AC side power output from the converter 31 is equal to the phase and voltage of the AC power supplied from the overhead line 11B is defined as time t6.

Therefore, when the control unit 23 detects that the overhead line voltage signal Vsv matches the voltage waveform detected by the voltage detector 27 at time t7, the disconnector 15 is brought into the closed state (conductive state) again.

Converter current command generation unit 62 is controlled by converter current command signal (IsRef) so that the current amount of regenerative power output to transformer 16 side gradually decreases and becomes zero. In addition, the inverter current command generation unit 72 controls the current amount of the regenerative power output to the converter 31 side to gradually decrease and become zero by using the inverter current command signal (IqRef, IdRef).

As a result, converter current command generator 62 controls so that the DC side current (=DC link current) of converter 31 becomes substantially zero at time t8 when the current based on the regenerative power of motor 18 becomes zero. Moreover, the inverter current command generation part 72 controls so that the DC side current of the inverter 32 may become substantially zero at time t8.

Then, at time t8, the control unit 23 shifts the operation of the main power conversion device 17 from the regenerative operation mode to the normal operation mode. That is, the control unit 23 shifts to supply the electric power supplied from the overhead wire 11 (the overhead wire 11B) to the sub power conversion devices 19A to 19D and the pair of sub power conversion devices 19A to 19D via the primary winding 16A and the tertiary winding 16C of the transformer 16 . The normal operation mode in which the corresponding auxiliary machines 20A to 20D are supplying electric power.

As described above, according to the first embodiment, even when the electric locomotive 101 passes through the section 11X which is a non-electric section, instead of the power supply from the overhead line 11, the electric vehicle 101 can pass through the inverter 32, the converter 31, Secondary winding 16B and tertiary winding 16C of transformer 16 supply regenerative electric power by driving motor 18 to sub power conversion devices 19A to 19D and even auxiliary machines 20A to 20D. Therefore, it is possible to pass through the section 11X without stopping the operation of the auxiliary machine, and there is no need for a recovery operation of a large-power device such as an air conditioner as an auxiliary machine, and comfortable operation can be performed.

[2] Modified example of the embodiment

[2.1] Variation

In the circuit shown in FIG. 2 , when the main power conversion device 17 is operated in the open state of the disconnector 15 (off state: cut-off state), that is, in the state in which the primary winding 16A of the transformer 16 is disconnected, there may be a disconnection with the switch. Along with the operation, a large surge voltage is generated in the primary winding 16A.

Fig. 8 is an explanatory diagram when a surge voltage is generated.

As shown in FIG. 8, when the PWM control waveform P1 is input, a large surge voltage P3 is generated with respect to the target output voltage waveform P2.

Therefore, in this modified example, in order to suppress the surge voltage P3, the carrier frequency at the time of generating the PWM waveform is changed between when the circuit breaker 15 is in the closed state (on state) and in the case in the open state (off state). .

Hereinafter, it demonstrates in detail.

FIG. 9 is an explanatory diagram of an operation of a modified example of the embodiment.

At time t11, the converter current command signal and the inverter current command signal are controlled such that the torque of the motor 18 (motor torque) is gradually reduced when the ground equipment is announced to arrive at the section 11X. That is, converter current command generation unit 62 controls so that the DC side current (=DC link current) flowing from converter 31 to inverter 32 gradually becomes zero.

As a result, converter current command generating unit 62 controls so that the DC side current (=DC link current) of the converter becomes substantially zero at time t12, and the inverter current command generating unit makes the slave inverter The control is performed so that the three-phase AC side current output from the controller 32 to the motor 18 becomes substantially zero.

Then, at time t12, the control unit 23 shifts to the regeneration preparation operation in order to bring the operation of the main power conversion device 17 into the regeneration operation mode. That is, at time t12, the period of non-regenerative processing is shifted to the period of regenerative processing.

At this time, when the carrier frequency of the converter 31 is close to the electrical natural frequency of the transformer 16, a resonance phenomenon occurs in the transformer 16, and a higher than normal voltage may be generated. To avoid this, converter current command generation unit 62 changes the carrier frequency used by PWM control unit 66 to be higher than that during normal operation (carrier frequency during regenerative operation>carrier frequency during normal operation). The DC link voltage control unit (inverter) 61I controls so that the AC side current of the converter 31 flowing from the converter 31 to the transformer 16 gradually increases. In addition, the inverter current command generation unit 72 controls so that the DC side current (=DC link current) which is the regenerative current generated by the motor 18 and output to the converter 31 gradually increases.

In this way, when the carrier frequency of converter 31 is a value close to the electrical natural frequency of transformer 16, the carrier frequency at the time of regenerative operation higher than the carrier frequency at normal operation can be used to suppress the resonance phenomenon generated inside transformer 16. The resulting large voltage is generated, that is, as shown in FIG. 8 , a voltage P3 that greatly exceeds the output voltage waveform P1 of the transformer 16 is generated.

FIG. 10 is an explanatory diagram when a surge voltage is generated in the first modified example.

As shown in FIG. 10 , even when the PWM control waveform P11 is input, the surge voltage P13 generated with respect to the target output voltage waveform P2 is suppressed.

Furthermore, even when locomotive 101 arrives at section 11X which is a non-electric section, the regenerative power of motor 18 is supplied to sub power conversion devices 19A to 19D via inverter 32 , converter 31 , and transformer 16 . Therefore, in sub power conversion devices 19A to 19D, apparently, preparations for maintaining a state in which electric power is continuously supplied from overhead line 11 are completed.

Then, at time t3 when the regeneration preparation operation is reliably completed, the disconnector 15 is brought into an open state (off state: disconnected state).

Therefore, during the period from time t13 to time t14, electric power is not supplied from overhead wire 11 to secondary power conversion devices 19A to 19D via pantograph 12 and primary winding 16A of transformer 16 . However, main power conversion device 17 supplies the regenerative electric power of motor 18 to sub power conversion devices 19A to 19D via transformer 16 . As a result, the sub power conversion devices 19A to 19D continue to supply electric power to the auxiliary machines 20A to 20D, and the auxiliary machines 20A to 20D maintain a state of continuing to operate.

On the other hand, since the voltage detector 27 is still detecting the overhead line voltage, the power failure detection signal is still at "0" level during the period from time t13 to time t14.

Then, at time t14, when the electric locomotive 101 reaches the section 11X that is a non-electric section, the voltage detector 27 cannot detect the overhead line voltage, and the power failure detection signal changes to "1" level.

As a result, the power failure detection signal becomes "1" level, so the selector switch 50 is switched to the terminal T12 side. In addition, the selector switch 52 is switched to the terminal T22 side. Therefore, the virtual overhead wire voltage phase signal θV and the virtual overhead wire voltage value signal Vv output by itself are input to the virtual overhead wire voltage generation unit 51 .

As a result, the virtual overhead-wire voltage generation unit 51 continues to output the overhead-wire voltage signal Vsv, which has the sum of the sum inputted by the power-supply phase detection unit until just before, to the PWM control unit 66 via the adder 65. The phase corresponding to the same phase as the phase of the AC power supplied from the overhead wire 11 output by 42; Voltage.

At this time, since the output of the converter current control unit 63 is zero, the wire voltage signal Vsv is effectively output to the PWM control unit 66 . That is, the converter 31 sets the regenerative power of the motor 18 output from the inverter 32 to the same state (phase and voltage) as that received from the overhead wire 11A, and passes through the secondary winding 16B and the tertiary winding 16C, in the section During the passing period of 11X (time t14 to time t15), it is supplied to auxiliary machines 20A to 20D via sub power conversion devices 19A to 19D, and the operation is continued.

Then, at time t15, when the electric locomotive 101 passes through the section 11X and reaches the overhead line 11B, the voltage detector 27 detects the overhead line voltage again, and the power failure detection signal changes to "0" level.

At this point in time, as shown in FIG. 10 , the phase and voltage of the AC power supplied from the overhead line 11B are different from the phase and voltage of the AC power supplied from the overhead line 11A. Therefore, the control unit 23 continues to supply the regenerative electric power of the motor 18 from the main power conversion device 17 to the auxiliary machines 20A to 20D.

At this time, the outputs of the power supply phase detection unit and the power supply voltage calculation unit are input to the virtual overhead line voltage generation unit 51 via the adder 46 and the adder 49 again, and the overhead line voltage signal Vsv gradually approaches the voltage waveform detected by the voltage detector 27. . Then, the time when it is judged (=can be judged) that the phase of the regenerative power as the AC side power output from the converter 31 is equal to the phase and voltage of the AC power supplied from the overhead line 11B is taken as time t16 .

Therefore, when the control unit 23 detects that the overhead wire voltage signal Vsv and the voltage waveform detected by the voltage detector 27 actually match at time t17, the disconnector 15 is brought into the closed state (conductive state) again.

Converter current command generation unit 62 is controlled by the converter current command signal so that the current amount of regenerative power output to the transformer 16 side gradually decreases and becomes zero, and inverter current command generation unit 72 is controlled by the INV current command signal so that it is output to the converter. The current amount of regenerative power on the side of the device 31 gradually decreases and becomes zero.

As a result, converter current command generator 62 controls so that the output current (=DC link current) of converter 31 becomes substantially zero at time t8 when the current based on the regenerative power of motor 18 becomes zero, and the inverter current The command generator 72 controls so that the output current of the inverter 32 becomes substantially zero at time t18.

Then, at time t18, the control unit 23 shifts the operation of the main power conversion device 17 from the regenerative operation mode to the normal operation mode.

At this stage, the circuit breaker 15 is already in the closed state (conduction state), so the carrier frequency used in the PWM control unit 66 and the carrier frequency used in the PWM control unit 74 are lowered to the carrier frequency at the time of normal operation again, so that The operation of the main power conversion device 17 shifts from the regenerative operation mode to the normal operation mode. In this normal operation mode, the electric power supplied from the overhead wire 11 (the overhead wire 11B) is supplied via the primary winding 16A and the third winding 16C of the transformer 16 to the The sub power conversion devices 19A to 19D supply electric power to the corresponding auxiliary machines 20A to 20D.

As described above, according to the first modified example of the present embodiment, in addition to the effects of the embodiment, it is possible to suppress the occurrence of a surge voltage and to operate the auxiliary machine more stably.

[2.2] Other modifications

In the above description, the two main power conversion devices have been described as being mounted on the same electric locomotive 101 , but they can also be configured to be mounted on a plurality of electric locomotives 101 , respectively.

Furthermore, the same applies to the case where three or more main power conversion devices are mounted.

Furthermore, when a plurality of main power conversion devices are mounted, at least one of the plurality of main power conversion devices may supply the regenerative power to the auxiliary machine.

In addition, when a speed detection unit for detecting the running speed of the railway vehicle is provided and the running speed of the railway vehicle passing through the non-electric section is lower than a predetermined running speed, it is also possible to prohibit the regenerative power of the driving motor from being transferred to the vehicle via the transformer. Supply of auxiliary power conversion device. Thereby, it is possible to prevent the speed of the railway vehicle from dropping more than necessary in the dead section which is the idle running state.

[3] Second embodiment

The second embodiment differs from the above-described first embodiment in that, when skidding due to wheel slip is detected during the regenerative operation in the non-electric section, the regenerative operation is reliably performed by suppressing the coasting.

When the control of the above-mentioned first embodiment is performed, the vehicle is braked by the regenerative operation, and when the power consumption of the auxiliary power supply, the passenger car power supply, etc. When the coefficient of adhesion becomes small, it may become a sliding state.

When the vehicle is coasting in this way, not only the rails and the wheels are damaged, but also the required regenerative power (regenerative energy) cannot be obtained.

Therefore, in the second embodiment, the coasting state is suppressed, and the regenerative operation is efficiently performed.

Hereinafter, it demonstrates concretely.

11 is a detailed configuration block diagram of a voltage signal generation unit constituting a part of the control unit in the second embodiment.

In FIG. 11 , the same reference numerals are assigned to the same parts as those in FIG. 4 .

The voltage signal generation unit 40 of the second embodiment differs from the voltage signal generation unit 40 of the first embodiment in that it includes: a coasting detection unit 71 that detects whether it is in a coasting state based on the output of the motor 18; and a power control unit 72 , when the coasting detection unit 71 detects the coasting state, the overhead wire voltage signal Vsv is limited, and the overhead wire voltage signal Vsv' during coasting is output (<Vsv).

12 is a block diagram showing a detailed configuration of a control unit functioning as a converter control unit in the second embodiment.

In FIG. 12 , the difference from FIG. 5 is that the adder 65 adds the overhead line voltage signal Vsv output from the power control unit 72 or the coasting overhead line voltage signal Vsv' to the output signal of the adder 64 .

Next, the operation of the second embodiment will be described.

In the following description, for easy understanding, it is assumed that there are two main power conversion devices (N=2), that is, the main power conversion devices 17 - 1 to 17 - 2 are provided, and only the disconnector 15 is in the open state (off state). state: cut-off state) (in FIG. 2, time t3 to time t7) during the operation.

In addition, in the present second embodiment, a case where a slip is detected in the wheel 14 corresponding to the motor 18 - 1 on the side of the main power conversion device 17 - 1 will be described.

Fig. 13 is an explanatory diagram of the operation of the second embodiment.

While the disconnector 15 is in the open state (off state: disconnected state), when the coasting detection unit 71 corresponding to the motor 18 - 1 on the main power conversion device 17 - 1 side detects coasting as shown at time t21 , The power control unit 72 on the side of the main power conversion device 17 - 1 limits the virtual overhead line voltage Vsv, and outputs the virtual overhead line voltage Vsv' (<Vsv) during coasting to the adder 65 on the side of the main power conversion device 17 - 1 .

Thus, on the main power conversion device 17-1 side, the adder 65 adds the coasting virtual overhead line voltage Vsv' output from the power control unit 72 to the output signal of the adder 64 on the main power conversion device 17-1 side.

As a result, at time t21, the virtual overhead wire voltage generator 51 stops outputting the overhead wire voltage signal Vsv, and outputs the overhead wire voltage signal Vsv' having a voltage lower than the overhead wire voltage signal Vsv to the PWM control section via the adder 65. 66, wherein the overhead line voltage signal Vsv has: a phase corresponding to the same phase as that of the AC power supplied from the overhead line 11 outputted by the power supply phase detection section 42 input until just before; The same voltage as the effective voltage of the AC power supplied from the overhead line 11 calculated by the power supply voltage calculation unit 43 input before is input.

As a result, the regenerative power of converter 31 on the side of main power conversion device 17 - 1 (denoted as CNV1 in FIG. 13 ) decreases, and the inverter on the side of power conversion device 17 - 1 (indicated as CNV1 in FIG. In FIG. 13 , it is described that the regenerative output of INV1) decreases, the torque of the motor 18 decreases, and the operation is performed to converge the coasting state (to make the coasting stick again).

On the other hand, the regenerative power of converter 31 (CNV2 in FIG. 13 ) on the main power conversion device 17 - 2 side is supplemented by the regenerative power of converter 31 ( CNV1 ) on the main power conversion device 17 - 1 side. The regenerative power is increased in such a way that the amount of electric power decreases. With this increase in regenerative power, the regenerative output of the inverter (in FIG. 13 , described as INV2 ) on the side of power conversion device 17 - 2 increases.

Thus, the pair of converters 31 on the main power conversion device 17 - 1 side and the main power conversion device 17 - 2 side convert the pair of inverters on the main power conversion device 17 - 1 side and the main power conversion device 17 - 2 side to The total regenerative power of the motor 18 output by 32 is set to be the same (phase and voltage) as the state of receiving power supply from the overhead wire 11A, and through the secondary winding 16B and the tertiary winding 16C, during the passage period of the section 11X (time t4 to At time t5), it is supplied to the auxiliary machines 20A to 20D via the auxiliary power conversion devices 19A to 19D. Therefore, the auxiliary machines 20A to 20D continue the operation.

Then, as shown at time t22, the coasting state is eliminated, and the power control unit 72 on the main power conversion device 17-1 side outputs the virtual overhead line voltage Vsv to the adder 65 on the power conversion device 17-1 side again instead of the virtual overhead line voltage Vsv. Line voltage Vsv', so main power conversion device 17 - 1 and main power conversion device 17 - 2 return to the same state as before time t21 again.

As described above, according to the second embodiment, the coasting can be suppressed in the driving state of the power conversion device, and the power supply to the auxiliary machines 20A to 20D can be continued, so that the required regeneration can be obtained without damaging the rails and wheels. Electricity (regenerated energy).

In the above description, the case where there are two main power conversion devices 17 is described, but the same can be applied even if there are three or more.

[4] Third embodiment

Next, referring to FIG. 2 again, the electric power system of the locomotive according to the third embodiment will be described.

The third embodiment differs from the second embodiment in that the main power conversion device in the standby state (non-driving state) is driven when the wheels corresponding to the main power conversion device in the driving state are in the coasting state, thereby Inhibit coasting state.

In the following description, for the sake of simplicity, it is assumed that there are three main power conversion devices (N=3), that is, the main power conversion devices 17 - 1 to 17 - 3 are provided, and only the disconnector 15 is in the open state (off state). state: cut-off state) (in FIG. 2, time t3 to time t7) during the operation.

In addition, in the present third embodiment, two main power conversion devices 17 - 1 and 17 - 2 (see FIG. 2 ) are assumed to be in the drive state, and one main power conversion device 17 - 3 is assumed to be in the standby state. Slippage is detected in the wheel 14 corresponding to the motor 18 - 1 on the main power conversion device 17 - 1 side.

Here, it is assumed that the main power conversion device 17 - 3 is in a state where the power conversion operation is not performed when the main power conversion device 17 - 1 and the main power conversion device 17 - 2 operate normally without being affected by the coasting state. standby mode. In addition, it is arbitrary which of the three main power conversion devices or two main power conversion devices are set to the standby state, and for example, they can be set to the standby state in order to equalize the frequency of use. main power conversion device.

Next, the operation of the third embodiment will be described.

In the following description, also for ease of understanding, only the operation during the period (time t3 to time t7 in FIG. 2 ) in which the circuit breaker 15 is in the open state (off state: disconnected state) will be described. In addition, in the present third embodiment, it is assumed that two main power conversion devices 17 - 1 and 17 - 2 (see FIG. 2 ) operate in a pair as one main power conversion device in an initial state.

Fig. 14 is an explanatory view of the operation of the third embodiment.

While the disconnector 15 is in the open state (off state: disconnected state), when the coasting detection unit 71 corresponding to the motor 18 - 1 on the main power conversion device 17 - 1 side detects coasting as shown at time t31 , The power control unit 72 on the side of the main power conversion device 17 - 1 limits the virtual overhead line voltage Vsv, and outputs the virtual overhead line voltage Vsv' (<Vsv) during coasting to the adder 65 on the side of the main power conversion device 17 - 1 .

Thus, on the main power conversion device 17-1 side, the adder 65 adds the coasting virtual overhead line voltage Vsv' output from the power control unit 72 to the output signal of the adder 64 on the main power conversion device 17-1 side.

Thus, at time t31, the virtual overhead line voltage generation unit 51 stops the phase corresponding to the same phase as the phase of the AC power supplied from the overhead line 11 inputted by the power supply phase detection unit 42 just before and the same phase as that of the AC power supplied from the overhead line 11 inputted just before. The output of the overhead line voltage signal Vsv at the same voltage as the effective voltage of the AC power supplied from the overhead line 11 calculated by the power supply voltage calculation unit 43 just before is input, and the output of the overhead line voltage signal Vsv has a voltage lower than the overhead line voltage signal Vsv via the adder 65 . The wire voltage signal Vsv′ of the voltage is output to the PWM control unit 66 .

As a result, the regenerative power of converter 31 on the side of main power conversion device 17 - 1 (denoted as CNV1 in FIG. 14 ) drops, and the inverter on the side of power conversion device 17 - 1 (indicated as CNV1 in FIG. In FIG. 14 , it is described that the regenerative output of INV1) decreases, the torque of the motor 18 decreases, and the coasting state converges.

On the other hand, the regenerative power of converter 31 (CNV2 in FIG. 13 ) on the main power conversion device 17 - 2 side is supplemented by the regenerative power of converter 31 ( CNV1 ) on the main power conversion device 17 - 1 side. The regenerative power is increased in such a way that the amount of electric power decreases. With this increase in regenerative power, the regenerative output of the inverter (in FIG. 13 , described as INV2 ) on the side of power conversion device 17 - 2 increases.

Thus, the pair of converters 31 on the main power conversion device 17 - 1 side and the main power conversion device 17 - 2 side convert the pair of inverters on the main power conversion device 17 - 1 side and the main power conversion device 17 - 2 side to The total regenerative power of the motor 18 output by 32 is set to be the same (phase and voltage) as the state of receiving power supply from the overhead wire 11A, and through the secondary winding 16B and the tertiary winding 16C, during the passage period of the section 11X (time t4 to At time t5), it is supplied to the auxiliary machines 20A to 20D via the auxiliary power conversion devices 19A to 19D. Therefore, the auxiliary machines 20A to 20D continue the operation.

However, as shown at time t32, in the state where coasting is detected by the coasting detector 71 corresponding to the motor 18-1 on the main power conversion device 17-1 side, the motor 18-1 on the main power conversion device 17-2 side When the coasting detection unit 71 corresponding to 18-1 detects coasting, the power control unit 72 on the side of the main power conversion device 17-2 limits the virtual overhead line voltage Vsv, and outputs the virtual overhead line voltage Vsv' (<Vsv) during coasting to the main power converter. The adder 65 on the side of the power conversion device 17 - 2 .

Accordingly, also on the main power conversion device 17-2 side, the adder 65 adds the coasting virtual overhead line voltage Vsv' output from the power control unit 72 to the output signal of the adder 64 on the main power conversion device 17-2 side.

Accordingly, at time t32, the virtual overhead wire voltage generator 51 stops outputting the overhead wire voltage signal Vsv, and outputs the overhead wire voltage signal Vsv′ having a voltage lower than the overhead wire voltage signal Vsv to the PWM control via the adder 65. section 66, wherein the overhead line voltage signal Vsv has: a phase corresponding to the same phase as the phase of the AC power supplied from the overhead line 11 outputted by the power supply phase detection section 42 input just before; It is the same voltage as the effective voltage of the AC power supplied from the overhead line 11 calculated by the power supply voltage calculation unit 43 input just before.

As a result, the regenerative power of converter 31 on the main power conversion device 17-2 side (indicated as CNV2 in FIG. In FIG. 14 , it is described that the regenerative output of INV2) decreases, the torque of the motor 18 decreases, and the coasting state converges.

Then, with respect to the regenerative power of converter 31 (CNV3 in FIG. 14 ) on the main power conversion device 17 - 3 side, the regenerative power of converter 31 ( CNV1 ) on the main power conversion device 17 - 1 side is reduced. The output of regenerative power is started and the regenerative power is increased in such a manner that the regenerative power of converter 31 ( CNV1 ) on the main power conversion device 17 - 1 side decreases. With this increase in regenerative power, the regenerative output of the inverter (in FIG. 14 , described as INV3 ) on the side of power conversion device 17 - 3 increases.

As a result, three converters 31 of main power conversion device 17 - 1 , main power conversion device 17 - 2 , and main power conversion device 17 - 3 switch between the main power conversion device 17 - 1 side and the main power conversion device 17 - 2 side. And the regenerative power of the motor 18 output by the three inverters 32 of the main power conversion device 17-3 is set to be the same (phase and voltage) as the state of receiving power supply from the overhead line 11A in total, and passes through the secondary winding 16B and three times Coil 16C is supplied to auxiliary machines 20A to 20D via sub power conversion devices 19A to 19D during the passage period of segment 11X (time t4 to time t5). Therefore, the auxiliary machines 20A to 20D continue the operation.

Then, as shown at time t33, when the coasting state of the wheel corresponding to the motor 18-1 on the main power conversion device 17-1 side is eliminated, the power control unit 72 on the main power conversion device 17-1 side again changes the overhead line voltage to The signal Vsv is output to the adder 65 on the side of the power conversion device 17-1 instead of the overhead line voltage signal Vsv', so the The regenerative power is reduced so as to sufficiently compensate for the drop in regenerative power of converter 31 ( CNV1 ) on the main power conversion device 17 - 1 side. With this decrease in regenerative power, the regenerative output of the inverter (in FIG. 14 , described as INV3 ) on the side of power conversion device 17 - 3 also decreases.

As a result, three converters 31 of main power conversion device 17 - 1 , main power conversion device 17 - 2 , and main power conversion device 17 - 3 switch between the main power conversion device 17 - 1 side and the main power conversion device 17 - 2 side. And the total regenerative power of the motor 18 output by the three inverters 32 of the main power conversion device 17 - 3 is the same (phase and voltage) as the state of receiving power supply from the overhead line 11A again, and passes through the secondary winding 16B and The tertiary winding 16C is supplied to the auxiliary machines 20A to 20D via the sub power conversion devices 19A to 19D during the passage period of the segment 11X (time t4 to time t5). Therefore, the auxiliary machines 20A to 20D continue the operation.

Then, as shown at time t34, when the coasting state of the wheel corresponding to the motor 18-1 on the main power conversion device 17-1 side is eliminated, the power control unit 72 on the main power conversion device 17-3 side again changes the overhead line voltage to The signal Vsv is output to the adder 65 on the side of the power conversion device 17-3 instead of the overhead line voltage signal Vsv'. Therefore, the main power conversion device 17-1, the main power conversion device 17-2, and the main power conversion device 17-1 use Operates so as to equalize the regenerative power supply ratio.

This is because when returning to the same state as before time t31, the load on only one pair of main power conversion devices may be too large, and the coasting state may be shifted again, so this situation should be avoided in this no-power section .

As described above, according to the third embodiment, it is possible to suppress coasting in a railway vehicle provided with three main power conversion devices 17 and to continue supplying electric power to auxiliary machines 20A to 20D, so it is possible to obtain The required regenerative power (regenerative energy) can be suppressed from shifting to the coasting state again in the same non-electric section.

In the above description, there are three main power conversion devices, but even in the case of a railway vehicle equipped with two main power conversion devices, only one of the main power conversion devices can be driven, When the wheel corresponding to the main power conversion device is detected to be slipping, the other main power conversion device in the non-driving state is driven to suppress the slip and continue the power supply to the auxiliary machine.

Similarly, even if there are four or more main power conversion devices 17, the same application is possible. In this case, when there are a plurality of main power conversion devices 17 in the non-driving state, it is arbitrary which one or a plurality of main power conversion devices 17 are shifted to the driving state.

In addition, in the above description, the case where one primary winding 16A of one transformer 16 is electrically connected to the ground side of the disconnector has been described, but even in the case where a plurality of primary windings of multiple transformers are electrically connected to the ground side of the disconnector The same applies below.

Although some embodiments of the present invention have been described, these embodiments are shown as examples and are not intended to limit the scope of the invention. These new embodiments can be implemented in other various forms, and various omissions, substitutions, and changes can be made without departing from the gist of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the scope equivalent thereto.

Claims (as amended under Article 19 of the Treaty)

1. A power conversion device for railway vehicles, comprising:

a transformer, the primary winding of the transformer is electrically connected to the overhead wire via a current collector;

a main power conversion device connected to the secondary winding of the transformer and connected to the driving motor;

an auxiliary power conversion device connected to the tertiary winding of the transformer, and supplies electric power to an auxiliary machine mounted on a driven object of the railway vehicle;

A cutting device for electrically cutting off the transformer and the overhead wire;

a detector disposed between the overhead wire and the cutting device, and detecting the presence or absence of power supply from the overhead wire; and

The control unit is configured to use the disconnecting device to connect the transformer and the overhead wire to each other during a passing period of a dead section where at least power from the overhead wire is not supplied based on the output of the detector. In the off state, the main power conversion device is caused to supply the regenerative power of the drive motor to the sub power conversion device via the transformer.

2. The power conversion device for railway vehicles according to claim 1, wherein:

The railway vehicle power conversion device includes a power state detection unit that detects a voltage and a phase of power supplied from the overhead line,

The control unit controls the main power supply so that the voltage and phase of the electric power supplied to the sub power conversion device during the passing period of the power-free section become the voltage and phase detected by the power state detection unit. Power conversion device.

3. The power conversion device for railway vehicles according to claim 2, wherein:

The power state detection unit is electrically connected between the power collecting device and the cutting device.

4. The power conversion device for railway vehicles according to any one of claims 1 to 3, wherein:

The control unit starts regenerative power of the drive motor before a railway vehicle equipped with the power conversion device for a railway vehicle enters the non-electric section when an advance notice of entry into the non-electric section is input. Supply to the secondary power conversion device via the transformer.

5. The power conversion device for railway vehicles according to any one of claims 1 to 4, wherein:

The control unit sets the voltage and phase of the regenerative electric power to be equal to those detected by the electric power state detection unit in a state where the transformer and the overhead line are electrically disconnected by the disconnecting device. The main power conversion device is controlled in such a manner that the voltage and phase of the electric power supplied by the other overhead lines installed across the non-electric section are controlled, and the voltage and phase of the regenerative electric power can be regarded as the same as those from the In a state where the voltage and phase of the electric power supplied by the other overhead lines are equal, the disconnection state of the disconnection device is released.

6. The power conversion device for railway vehicles according to any one of claims 1 to 5, wherein:

The main power conversion device includes a converter, and performs power conversion by PWM control,

In order to suppress a resonance phenomenon in the transformer caused by an electrical natural frequency of the transformer and a carrier frequency of the converter, the control unit sets a carrier wave during the PWM control when the cutoff device is turned off. The frequency is set to be higher than the carrier frequency in the PWM control when the cutoff device is not cut off.

7. The power conversion device for railway vehicles according to any one of claims 1 to 6, wherein:

The main power conversion device is provided with multiple,

At least one main power conversion device among the plurality of main power conversion devices supplies the regenerative electric power.

8. The power conversion device for railway vehicles according to any one of claims 1 to 7, wherein:

The power conversion device for railway vehicles includes a plurality of the transformers,

The plurality of primary windings of the transformers are connected to the overhead line via the disconnecting device.

9. The power conversion device for railway vehicles according to any one of claims 1 to 8, wherein:

The power conversion device for a railway vehicle includes a speed detection unit that detects a traveling speed of the railway vehicle,

The control unit prohibits supply of the regenerative electric power of the driving motor to the sub power conversion device via the transformer when the running speed of the railway vehicle passing through the dead section is lower than a predetermined running speed.

10. A power conversion device for railway vehicles, comprising:

a transformer, the primary winding of the transformer is electrically connected to the overhead wire via a current collector;

a plurality of main power conversion devices connected to the secondary winding of the transformer and respectively connected to the driving motors driving the wheels;

a plurality of skidding detection parts are arranged corresponding to the plurality of main power conversion devices, and detect the skidding state of the wheels;

The auxiliary power conversion device is connected to the tertiary winding of the transformer, and supplies electric power to the auxiliary machine or the auxiliary machine group mounted on the railway vehicle to be driven;

disconnecting means for electrically disconnecting said transformer from said overhead line; and

The control unit, when passing through a non-electric section provided between the overhead wire and other overhead wires, causes the main the power conversion device supplies the regenerative electric power of the driving motor to the sub power conversion device via the transformer,

The control unit sets the regenerative power of the main power conversion device that detects coasting by the coasting detection unit to be lower than before the coasting detection,

An amount corresponding to the drop in the regenerative power is added and supplied to other main power conversion devices that have not detected coasting by the coasting detection unit.

11. The power conversion device for railway vehicles according to claim 10, wherein:

A plurality of the main power conversion devices are provided, and at least one of the main power conversion devices is stopped when all the coasting detectors corresponding to the other main power conversion devices have not detected the coasting state. A main power conversion device for supplying the regenerative electric power to the sub power conversion device.

12. The power conversion device for railway vehicles according to claim 11, wherein:

The backup main power conversion device continues to transfer the regenerative power to the secondary power conversion device at least until it passes through the no-power section after all the coast detection units corresponding to the other main power conversion devices have detected the coasting state. Supply of power conversion devices.

Statement or declaration (as amended under Article 19 of the Treaty)

PCT Division of China Patent Office:

According to Article 19 of the treaty and the relevant provisions of the Chinese Patent Office, the applicant hereby submits the Chinese translation of the corresponding amendments. The amendments are as follows:

The unchanged claim is: Item ____

The added claim is: Item ____

The deleted claim is: Item ____

The amended claims are: Items 1-12

Sincerely,

China Council for the Promotion of International Trade

Patent and Trademark Office

March 29, 2018

Explanation of Amendments Based on Article 19 of the Treaty

Regarding claim 5, "the other overhead wires" is amended to "other overhead wires arranged across the non-electrical section from the overhead wires". The amendment is based on the records in paragraph 0011 and Figure 1 of the original international application description.

Regarding claim 10, "boost the regenerative power of the driving motor and supply it to the sub power conversion device" is amended to "supply the regenerative power of the driving motor to the sub power conversion device". The modification is based on the record in Figure 2.

Regarding claim 12, it is amended to refer to claim 11. The amendments are based on paragraphs 0101 and 0102 of the original international application specification.

Claims (12)

1. A power conversion device for railway vehicles, comprising: a transformer, the primary winding of the transformer is electrically connected to the overhead wire via a current collector; a main power conversion device connected to the secondary winding of the transformer and connected to the driving motor; an auxiliary power conversion device connected to the tertiary winding of the transformer, and supplies electric power to an auxiliary machine mounted on a driven object of the railway vehicle; A cutting device for electrically cutting off the transformer and the overhead wire; a detector disposed between the overhead wire and the cutting device, and detecting the presence or absence of power supply from the overhead wire; and The control unit is configured to use the disconnecting device to connect the transformer and the overhead wire to each other during a passing period of a non-electric section in which at least electric power is not supplied from the overhead wire based on the output of the detector. In the cut-off state, the main power conversion device is caused to supply the regenerative power of the drive motor to the sub power conversion device via the transformer. 2. The power conversion device for railway vehicles according to claim 1, wherein: The railway vehicle power conversion device includes a power state detection unit that detects a voltage and a phase of power supplied from the overhead line, The control unit controls the main power supply so that the voltage and phase of the electric power supplied to the sub power conversion device during the passing period of the power-free section become the voltage and phase detected by the power state detection unit. Power conversion device. 3. The power conversion device for railway vehicles according to claim 2, wherein: The power state detection unit is electrically connected between the power collecting device and the cutting device. 4. The power conversion device for railway vehicles according to any one of claims 1 to 3, wherein: The control unit starts regenerative power of the drive motor before a railway vehicle equipped with the power conversion device for a railway vehicle enters the non-electric section when an advance notice of entry into the non-electric section is input. Supply to the secondary power conversion device via the transformer. 5. The power conversion device for railway vehicles according to any one of claims 1 to 4, wherein: The control unit sets the voltage and phase of the regenerative electric power to the values detected by the electric power state detection unit in a state where the transformer and the overhead line are electrically disconnected by the disconnecting device. The main power conversion device is controlled according to the voltage and phase of the electric power supplied from the other overhead line, and the voltage and the phase of the regenerative electric power can be considered to be equal to the voltage and phase of the electric power supplied from the other overhead line. In the state, the cutting state of the cutting device is released. 6. The power conversion device for railway vehicles according to any one of claims 1 to 5, wherein: The main power conversion device includes a converter, and performs power conversion by PWM control, In order to suppress a resonance phenomenon in the transformer caused by an electrical natural frequency of the transformer and a carrier frequency of the converter, the control unit sets a carrier wave during the PWM control when the cutoff device is turned off. The frequency is set to be higher than the carrier frequency in the PWM control when the cutoff device is not cut off. 7. The power conversion device for railway vehicles according to any one of claims 1 to 6, wherein: The main power conversion device is provided with multiple, At least one main power conversion device among the plurality of main power conversion devices supplies the regenerative electric power. 8. The power conversion device for railway vehicles according to any one of claims 1 to 7, wherein: The power conversion device for railway vehicles includes a plurality of the transformers, The plurality of primary windings of the transformers are connected to the overhead line via the disconnecting device. 9. The power conversion device for railway vehicles according to any one of claims 1 to 8, wherein: The power conversion device for a railway vehicle includes a speed detection unit that detects a traveling speed of the railway vehicle, The control unit prohibits supply of the regenerative electric power of the driving motor to the sub power conversion device via the transformer when the running speed of the railway vehicle passing through the dead section is lower than a predetermined running speed. 10. A power conversion device for railway vehicles, comprising: a transformer, the primary winding of the transformer is electrically connected to the overhead wire via a current collector; a plurality of main power conversion devices connected to the secondary winding of the transformer and respectively connected to the driving motors driving the wheels; a plurality of skidding detection parts are arranged corresponding to the plurality of main power conversion devices, and detect the skidding state of the wheels; The auxiliary power conversion device is connected to the tertiary winding of the transformer, and supplies electric power to the auxiliary machine or the auxiliary machine group mounted on the railway vehicle to be driven; disconnecting means for electrically disconnecting said transformer from said overhead line; and The control unit, when passing through a non-electric section provided between the overhead wire and other overhead wires, causes the main the power conversion device boosts the regenerative power of the driving motor via the transformer and supplies it to the sub power conversion device, The control unit sets the regenerative power of the main power conversion device that detects coasting by the coasting detection unit to be lower than before the coasting detection, An amount corresponding to the drop in the regenerative power is added and supplied to other main power conversion devices that have not detected coasting by the coasting detection unit. 11. The power conversion device for railway vehicles according to claim 10, wherein: A plurality of the main power conversion devices are provided, and at least one of the main power conversion devices is stopped when all the coasting detection units corresponding to the other main power conversion devices have not detected the coasting state. A main power conversion device for supplying the regenerative electric power to the sub power conversion device. 12. The power conversion device for railway vehicles according to claim 10, wherein: The backup main power conversion device continues to transfer the regenerative power to the secondary power conversion device at least until it passes through the no-power section after all the coast detection units corresponding to the other main power conversion devices have detected the coasting state. Supply of power conversion devices.