JP2005117797A - Railway vehicle drive controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the number of components and to reduce a size of an apparatus by performing simultaneously a disconnecting operation of a power converter 1 from a permanent magnet motor 2, a DC power source 8 by one control circuit 14 to protect the power converter 1. <P>SOLUTION: The railway vehicle drive controller includes the power converter 1 for converting a DC voltage of a DC power source 8 into an arbitrary voltage and an AC voltage of an arbitrary frequency and supplying an AC power to the permanent magnet motor 2 for driving a vehicle, a DC circuit contactor 3 for closing/opening a circuit between the power converter and the DC power source, and an AC circuit contactor 4 provided in two phase or three phase of the three-phase AC circuit between the power converter and the permanent magnet motor. The railway vehicle drive controller operates to close or open the DC circuit contactor and the AC circuit contactor simultaneously by a common drive operation coil 15. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a railway vehicle drive control device for controlling the driving of a railway vehicle using a permanent magnet motor as a drive source.

  FIG. 5 shows a configuration of a conventional railway vehicle drive control device. This conventional railway vehicle drive control device is a system in which a permanent magnet motor having a permanent magnet in a rotor is applied as an electric motor for driving a railway vehicle. The permanent magnet motor 2 that drives the railway vehicle is supplied with three-phase AC power of the U-phase current Iu, the V-phase current Iv, and the W-phase current Iw from the power converter 1. At this time, line voltages Vuv, Vvw, and Vwu are applied to the terminals of the permanent magnet motor 2.

  The power conversion device 1 incorporates switching elements 13U to 13Z. By arbitrarily turning on and off these six switching elements, the DC voltage is changed to a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency. It has a function to convert. Such a power converter is generally called an inverter. A DC voltage that is a power source of the power converter 1 is supplied from the overhead line 8 via the current collector 7.

  The DC circuit breaker 6 is turned on when the power conversion device 1 is started, connects the overhead line 8 and the power conversion device 1, and detects the overcurrent and overvoltage protection of the power conversion device 1. Is opened (off) to cut off the current flowing from the overhead wire 8 into the power converter 1. The filter reactor 11 and the filter capacitor 12 have an effect of stabilizing the DC voltage input to the power conversion device 1. When the power converter 1 fails, the DC circuit contactor 34 opens a circuit between the power line 1 and the overhead line 8 that is a power source of the power converter 1, and connects the power line 1 to the failed power converter 1. This is for preventing current from flowing in. The AC circuit contactor 35 is for opening a three-phase AC circuit between the permanent magnet motor 2 and the power converter 1 when the power converter 1 fails.

  The control unit 14 includes a DC circuit breaker closing signal for turning on and off the DC circuit breaker 6, a DC circuit contactor closing signal for opening and closing the DC circuit contactor 34, and an input of the AC circuit contactor 35. And outputs an AC circuit contactor closing signal for opening. The relay B22 is a control circuit that supplies power to the drive operation coil 16 of the DC circuit breaker 6, the relay D40 is a control circuit that supplies power to the drive operation coil 36 of the DC circuit contactor 34, and the relay E41 is This is a control circuit for supplying power to the drive operation coil 37 of the AC circuit contactor 35. The contactors 6, 34, and 35 are opened and closed via the operation mechanisms 18, 38, and 39 by exciting and non-exciting the drive operating coils 16, 36, and 37, respectively.

  By the way, in the case of a railway vehicle, even if the power conversion device breaks down, staying at the place where the failure occurred will hinder the operation of other trains, so it will be up to the nearest station or the garage where repairs are performed It must be possible to route a failed train.

  In the drive device of this system, a permanent magnet motor is applied as an electric motor for driving a railway vehicle. Permanent magnet motors have the advantage that the efficiency of the motor is improved compared to conventional induction motors. On the other hand, when the permanent magnet motor is rotating, the induced voltage is applied to the terminals of the permanent magnet motor by the magnetic flux of the permanent magnet. Will occur.

  When the switching element incorporated in the power converter of the control device is damaged in the short circuit mode, the terminals of the permanent magnet motor are short-circuited to form a closed circuit. For this reason, if a permanent magnet motor rotates, an electric current will flow into a power converter which failed from a permanent magnet motor by an induced voltage, and damage to a power converter will be further expanded. At this time, a braking force is generated in the permanent magnet motor due to the current flowing in the closed circuit between the permanent magnet and the power converter. Therefore, the train cannot be forwarded.

  For this reason, for example, an abnormality is detected in the AC output current by the AC output current monitoring means, or a failure is detected in the power converter 1 by detecting an abnormality in the DC voltage to the filter capacitor 12 by the DC voltage monitoring means. In order to open the circuit between the permanent magnet motor 2 and the power converter 1, the AC circuit contactor 35 is provided. The AC circuit contactor 35 must be added to the conventional vehicle control device for an induction motor when a permanent magnet motor is applied as an electric motor for driving a railway vehicle instead of the conventional induction motor. It is a part. In other words, in a system in which a permanent magnet motor is applied to the drive motor of a vehicle, when the power conversion device 1 fails, the connection between the overhead wire 8 and the power conversion device 1 is required to disconnect the failed power conversion device 1 from the power source. Circuit (DC side circuit) is opened by the DC circuit contactor 34, and the circuit (three-phase AC side circuit) between the failed power converter 1 and the permanent magnet motor 2 is opened by the AC circuit contactor 35. There is a need.

  However, in the conventional permanent magnet motor driving apparatus for driving a railway vehicle having the configuration as shown in FIG. 5, a DC circuit contactor for turning on and off the circuit on the DC side of the power converter, the power converter and the permanent magnet The AC circuit contactor for turning on and off the three-phase AC circuit between the motors was constituted by separate contactors, and each was installed at an appropriate place. For this reason, there were the following problems.

  1) When the power conversion device fails, it is impossible to simultaneously open the circuit on the DC side of the power conversion device and open the three-phase AC circuit between the power conversion device and the permanent magnet motor. That is, it is necessary to open the DC circuit contactor and the AC circuit contactor individually. For this reason, even if it is attempted to perform the opening operation at the same time, it is difficult to match the operation timing in the millisecond order because the contactor is driven by coil excitation.

  2) The number of contactors housed in the power conversion control device increases and the number of parts increases.

  3) As a control circuit for supplying power to the drive operation coil of the contactor, a control circuit for supplying power to the drive operation coil of the DC circuit contactor and a control circuit for supplying power to the drive operation coil of the AC circuit contactor Two systems are required.

  Furthermore, since the vehicle drive device must be able to be mounted in a limited space such as under the floor of the vehicle, it is necessary to avoid an increase in the size of the vehicle drive device. However, as described above, the number of components stored in the power conversion control device is small. The increase increases the size of the vehicle drive device and increases the weight.

Japanese Patent Application Laid-Open No. 9-46811 (Patent Document 1) discloses a technique in which an electric vehicle is provided with switch means for simultaneously opening and closing a DC circuit and an AC circuit of an inverter. However, this technology is related to an electric vehicle, and only a faulty permanent magnet motor is disconnected from the power conversion device, and the remaining healthy permanent magnet motor is driven to a predetermined place to drive it to a predetermined place. It is not related to the requested railway vehicle.
Japanese Patent Laid-Open No. 9-46811

  The present invention has been made in view of such a conventional technical problem, and for protecting the power converter, the operation of disconnecting the permanent magnet motor from the power converter and the operation of disconnecting the power converter from the DC power source are performed. It is an object of the present invention to provide a railway vehicle drive control device that can be performed simultaneously by a single control circuit and can reduce the number of parts and the size of the device.

  In the present invention, in a state where protection is applied to one of the power converters that drive each of the plurality of permanent magnet motors of the railway vehicle, only the corresponding power converter is separated from the permanent magnet motor at the time of forwarding. It is an object of the present invention to provide a railway vehicle drive control device capable of forwarding the railway vehicle to a necessary place while protecting the power conversion device stopped by the induced voltage of the permanent magnet motor from being damaged.

  A railcar drive control device according to a first aspect of the invention converts a DC voltage of a DC power source into an AC voltage having an arbitrary voltage and an arbitrary frequency, and supplies AC power to a permanent magnet motor that drives the vehicle. And a DC circuit contact for opening / closing a circuit between the power converter and the DC power source, and a three-phase AC circuit between the power converter and the permanent magnet motor And an AC circuit contact provided in two or three phases of the three-phase AC circuit, wherein the DC circuit contact and the AC circuit contact are simultaneously operated by a common drive operation coil or It is designed to be opened.

  According to a second aspect of the present invention, there is provided a railway vehicle drive control device that converts a DC voltage of a DC power source into an AC voltage having an arbitrary voltage and an arbitrary frequency, and supplies AC power to a permanent magnet motor that drives the vehicle. And a DC circuit contact for opening / closing a circuit between the power converter and the DC power source, and a three-phase AC circuit between the power converter and the permanent magnet motor In addition, an AC circuit contact provided in two or three phases of the three-phase AC circuit, and the DC circuit contact and the AC circuit contact are simultaneously turned on or opened by a common drive operation coil. And a protective operation operating means.

  According to a third aspect of the present invention, there is provided a railcar drive control device that converts a DC voltage of a DC power source into an AC voltage having an arbitrary voltage and an arbitrary frequency, and supplies AC power to each of a plurality of permanent magnet motors that drive the vehicle. A plurality of power converters, a plurality of DC circuit contacts for opening / closing a circuit between the plurality of power converters and a common DC power source, and the plurality of power converters A plurality of AC circuit contacts provided in two or three phases of each of the plurality of three-phase AC circuits in order to turn on and open each of the three-phase AC circuits with the permanent magnet motor; For each of the plurality of power converters, the DC circuit contacts on the DC side and the AC circuit contacts on the AC side of each of the power converters are simultaneously turned on or opened by a common drive operation coil. Plural provided in Is obtained and a protection operation manipulation means.

  According to a fourth aspect of the present invention, in the railway vehicle drive control device according to the first to third aspects, the DC circuit contact and the AC circuit contact are contacts having a current interrupting capability, and the power conversion device fails. Alternatively, when the protection of the power converter is detected, the DC circuit contact and the AC circuit contact are opened.

  According to the present invention, it is possible to simultaneously open the circuit between the DC power source and the power converter and open the circuit between the power converter and the permanent magnet motor. The number of components to be stored can be reduced, and the control device can be made smaller and lighter than the conventional drive control device for a railway permanent magnet motor.

  According to the present invention, in a state where protection is applied to one of the power converters that drive each of the plurality of permanent magnet motors of the railway vehicle, only the corresponding power converter is disconnected from the permanent magnet motor. The railway vehicle can be forwarded to a necessary place while protecting the power converter that is stopped by the induced voltage of the permanent magnet motor from being damaged during forwarding.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a configuration of a railway vehicle drive control device according to a first embodiment of the present invention. In FIG. 1, 1 is a power converter, 2 is a permanent magnet motor, 3 is a DC circuit contact, 4 is an AC circuit contact, 5 is a contactor, 6 is a DC circuit breaker, 7 is a current collector, and 8 is an overhead wire. , 9 is a wheel, 10 is a rail, 11 is a filter reactor, 12 is a filter capacitor, 13U to 13Z are switching elements incorporated in the power converter, 14 is a control unit, 15 is a contactor driving operation coil, and 16 is a DC circuit. Breaker drive operating coil, 17 is a contactor operating mechanism, 18 is a DC circuit breaker operating mechanism, 19 is a control circuit power supply, 20 is a control circuit power supply ground, 21 is a relay A, 22 is a relay B, and 41 is an AC current detection. , 42 indicates a DC voltage detector.

  The power converter 1 converts DC power into AC power and supplies the permanent magnet motor 2 with power. The power conversion device 1 includes switching elements 13U to 13Z. By arbitrarily turning on and off the six switching elements, a DC voltage can be changed to a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency. It is an inverter that converts to A DC voltage, which is a power source of the power conversion device 1, is supplied from the overhead line 8 via the current collector 7.

  The permanent magnet motor 2 is for driving a railway vehicle. For example, the permanent magnet motor 2 is a permanent magnet motor such as a permanent magnet type synchronous motor, and the U-phase current Iu, V-phase current Iv, and W-phase current Iw are transmitted from the power converter 1. Three-phase alternating current is supplied. At this time, line voltages Vuv, Vvw, and Vwu are applied to the terminals of the permanent magnet motor 2.

  The DC circuit breaker 6 is turned on when the power conversion device 1 is started, connects the overhead line 8 and the power conversion device 1, and detects the overcurrent and overvoltage protection of the power conversion device 1. Is opened (off) to cut off the current flowing from the overhead wire 8 into the power converter 1. The filter reactor 11 and the filter capacitor 12 have an effect of stabilizing the DC voltage input to the power conversion device 1.

  The control unit 14 outputs a DC circuit breaker closing signal S1 for opening and closing the DC circuit breaker 6 and a contactor closing signal S2 for closing and opening the contactor 5. When the DC circuit breaker closing signal S1 is output, the relay B22 is turned on, the control circuit voltage is supplied to the DC circuit breaker driving operation coil 16, and the DC circuit breaker 6 is turned on. When the contactor closing signal S2 is output, the relay A21 is turned on, the control circuit voltage is supplied to the contactor driving operation coil 15, and the contactor 5 is turned on. In FIG. 1, in order to facilitate understanding of the operation of the embodiment of the present invention, only signals related to the present invention are output as signals output from the control unit 14 (only signals for turning on relay A and relay B). Is described.

  When the power converter 1 fails, the circuit between the overhead wire 8 that is a power source of the power converter 1 and the power converter 1 is opened, and the circuit between the power converter 1 and the permanent magnet motor 2 is opened. The contactor 5 fulfills this function. The contactor 5 includes a DC circuit contact 3 provided in a circuit between the overhead wire 8 and the power converter 1, and an AC circuit contact 4 provided in a circuit between the power converter 1 and the permanent magnet motor 2. The common contactor driving operation coil 15 is used to perform the closing operation / opening operation.

  When the power converter 1 is healthy (when it is not broken down), the contactor 5 is turned on when the power converter 1 is activated to connect the overhead wire 8 to the power converter 1 and the permanent magnet motor 2. The circuit of the control device is configured. Further, since the contactor 5 is opened when the power conversion device 1 fails, the contactor 5 may be turned on when the control circuit power supply of the control device is turned on.

  The failure of the power conversion device described above means that the switching elements 13U to 13Z built in the power conversion device 1 are damaged or the circuit for turning on / off the switching elements 13U to 13Z is damaged. This means a state where the conversion device 1 cannot be activated (a state where it cannot be operated).

  Regarding the failure detection of the power conversion device 1, for example, the control unit 14 monitors the detection signal of the current detector 41 for the AC output current of the power conversion device 1 and the detection signal of the voltage detector 42 for the DC voltage. Is judged as a failure.

  With the configuration of the present invention, when the power conversion device 1 fails, the circuit between the overhead wire 8 that is a power source of the power conversion device 1 and the power conversion device 1 is opened, and the power conversion device 1 that has failed is A current conversion that can prevent current from flowing in, and that opens a circuit between the power conversion device 1 and the permanent magnet motor 2 to continue or forward the railway vehicle. It is possible to prevent a current from flowing from the permanent magnet motor 2 to the failed power converter 1 due to the induced voltage generated by the rotation of the permanent magnet motor 2 connected to the device 1.

  Further, according to the configuration of the present embodiment, the DC circuit contact 3 and the AC circuit contact 4 are collectively accommodated in the contactor 5 and the closing operation / opening operation is performed by the common contactor driving operation coil 15. Thus, the circuit on the DC side of the power conversion device 1 and the circuit on the AC side can be opened simultaneously, the number of components stored in the control device can be reduced, and the control circuit for the drive operation coil can be reduced. .

  In the above description, the operation mechanism of the contactor 5 is normally open (a mechanism in which the contact is opened when the operation drive coil is not pressurized). When the operation mechanism of the contactor 5 is normally closed (a mechanism in which the contactor is turned on when the operation drive coil is not pressurized), the contactor closing signal S2 output from the control unit 14 is inverted, and the signal When there is no signal, the contactor 5 is turned on, and when the signal S2 is present, the contactor 5 is opened. The other parts of the operation are the same as described above.

  In FIG. 1, the DC circuit contact 3 is provided between the DC circuit breaker 6 and the filter reactor 11, but for the purpose of opening the failed power converter 1 from the overhead line 8 that is a DC power supply. Alternatively, the DC circuit contact 3 may be provided between the filter reactor 11 and the filter capacitor 12 or between the filter capacitor 12 and the power conversion device 1.

  Next, a railcar drive control apparatus according to a second embodiment of the present invention will be described with reference to FIG. The second embodiment is characterized in that the AC circuit contact 4 is provided in two phases of a three-phase AC circuit between the power converter 1 and the permanent magnet motor 2. In FIG. 2, the other components are the same as those in the first embodiment shown in FIG. 1 with the same reference numerals.

  Since the closed circuit between the permanent magnet motor 2 and the failed power converter 1 can be disconnected also by opening only two phases of the three-phase AC circuit, the second embodiment also provides the first Similarly to the first embodiment, it is possible to prevent the current flowing from the permanent magnet motor 2 into the power converter 1 that has failed due to the induced voltage of the permanent magnet motor 2.

  In the case of this second embodiment, the contactor 5 has three contactors, and the number of parts of the contactor 5 compared to the case of four contactors 5 of the contactor 5 of the first embodiment. Can be further reduced and miniaturized.

  In FIG. 2, the DC circuit contact 3 is provided between the DC circuit breaker 6 and the filter reactor 11, but for the purpose of opening the failed power converter 1 from the overhead line 8 that is a DC power supply. The DC circuit contact 3 may be provided between the filter reactor 11 and the filter capacitor 12 or between the filter capacitor 12 and the power conversion device 1.

  Next, a railcar drive control apparatus according to a third embodiment of the present invention will be described with reference to FIGS. FIG. 3 shows the configuration of the third embodiment of the present invention. This third embodiment is characterized in that a plurality of permanent magnet motors 2 and 24 for driving a railway vehicle are driven and controlled by a single control device. FIG. 3 shows a configuration in which two permanent magnet motors are controlled by one control device as an example.

  Hereinafter, for convenience, the two permanent magnet motors 2 and 24 and the corresponding power converters 1 and 23 will be referred to as a first group and a second group, respectively, as control groups. 1 is a first group power converter, 2 is a first group permanent magnet motor, 3 is a first group DC circuit contact, 4 is a first group AC circuit contact, 5 is a first group contactor, and 6 is a plurality of DC circuit breaker common to the control system, 7 is a current collector, 8 is an overhead wire, 9 is a wheel, 10 is a rail, 11 is a first group filter reactor, 12 is a first group filter capacitor, and 13U to 13Z are a first group Switching element, 14 is a control unit, 15 is a first group contactor drive operating coil, 16 is a DC circuit breaker drive operating coil, 17 is a first group contactor operating mechanism, 18 is a DC circuit breaker operating mechanism, and 19 is Control circuit power supply, 20 is a control circuit power supply ground, 21 is a relay A, 22 is a relay B, 23 is a second group power converter, 24 is a second group permanent magnet motor, 25 is a second group DC circuit contact, 26 Is the second group AC circuit contact, 27 is the second group contactor, 8 is a second group filter reactor, 29 is a second group filter capacitor, 30U to 30Z are second group switching elements, 31 is a second group contactor drive operating coil, 32 is a second group contactor operating mechanism, and 33 is a relay C, 41 and 43 are AC current detectors, and 42 and 44 are DC voltage detectors.

  The current collector 7 and the DC circuit breaker 6 are common to the first group and the second group, but the contactor, filter reactor, filter capacitor, power converter, and permanent magnet motor are independent in the first group and the second group. doing. Further, the control unit 14 individually controls the first group and the second group.

  When the control unit 14 determines that a failure has occurred in the first group power converter 1 based on the detection signals of the AC current detector 41 and the DC voltage detector 42, the DC of the first group contactor 5 is determined by the signal S2. The first group power converter 1 is opened from the overhead wire 8 and the first group permanent magnet motor 2 by opening the circuit contact 3 and the AC circuit contact 4. In this case, the second group permanent magnet motor 24 can be driven by the healthy second group power converter 23, and the operation of the vehicle can be continued.

  On the other hand, when the control unit 14 determines that a failure has occurred in the second group power conversion device 23 based on the detection signals of the AC current detector 43 and the DC voltage detector 44, the second group contactor 27 is received by the signal S3. The second group power converter 23 is opened from the overhead wire 8 and the second group permanent magnet motor 24 by opening the DC circuit contact 25 and the AC circuit contact 26. In this case, the first group permanent magnet electric motor 2 can be driven by the sound first group power converter 1, and the operation of the vehicle can be continued.

  FIG. 4 shows the internal configuration of the control unit 14 of FIG. The control unit 14 includes a first group control unit 101, a second group control unit 102, and a common control unit 103. The first group contactor input signal S2 is output from the first group control unit 101, and is output when the first group power converter 1 is healthy, and is output when the first group power converter 1 fails. Become. Similarly, the second group contactor input signal S3 is output from the second group control unit 102, and is output when the second group power converter 23 is healthy, and is output when the second group power converter 23 fails. None.

  For the DC circuit breaker input signal S1, the protection detection signal S2 of the first group power converter output from the first group control unit 101 and the second group power converter output of the second group control unit 102 are output. When any of the protection detection signals S3 outputs that there is protection detection such as overcurrent or overvoltage of the power converter, the DC circuit breaker input signal S1 is not output, and the DC circuit breaker 6 is once opened. To do. After this, only the direct current and alternating current contacts for the power converters of the sound control group are turned on by the signal S2 or S3, and then the direct current circuit breaker 6 is also turned on to enable the forwarding operation.

  In the third embodiment of the present invention shown in FIG. 3, the number of permanent magnet motors controlled by one control device is shown as two, but the number of permanent magnet motors is increased from two. When the number is increased to three or four, the third group and the fourth group are added to the configuration of FIG. 3 as a control group. This is only an increase in the number of control groups, and the operation of each part in the embodiment of the present invention is the same.

  Moreover, although the 1st group AC circuit contact 4 and the 2nd group AC circuit contact 26 which were described in FIG. 3 are shown in the example which provided the contact in two phases of three-phase AC circuits, this is shown. May be provided in all three phases as in the AC contact 4 of the first embodiment shown in FIG.

  In addition, in FIG. 3, the first group DC circuit contact 3 and the second group DC circuit contact 25 are provided between the DC circuit breaker 6 and the filter reactor. , 23 for the purpose of releasing from the overhead line 8 which is a DC power source, the first group DC circuit contact 3 and the second group DC circuit contact 25 are respectively connected between the filter reactor and the filter capacitor, or the filter capacitor. And between the power converter and the power converter.

  In each of the first to third embodiments described in FIGS. 1 to 3, the DC circuit contact 3 (and 25) and the AC circuit contact 4 (and 26) have a current blocking capability. A child, such as a current breaker, can be employed. Thus, when protection against overcurrent or overvoltage of the power converter 1 is detected, the DC circuit breaker 6 is opened and the contactor 5 (the DC circuit contact 3 built in the contactor 5 and the AC circuit contact) is opened. By opening the child 4) as well, the current flowing from the overhead line 8 serving as a DC power source to the power converter 1 is interrupted by the DC circuit contact 3, and the permanent magnet motor 2 generates power from the induced voltage of the permanent magnet motor 2. It is possible to simultaneously block the current flowing into the converter 1 by the AC circuit contact 4.

  In addition, in each of the above embodiments, the DC circuit contact 3 is provided in series with the circuit breaker 6, but this is a case where the overhead line 8 is a DC overhead line, and if the overhead line 8 is an AC overhead line, Between the circuit breaker 6 and the DC circuit contact 3 (and 25), a converter for converting the AC power into DC power and supplying it to the inverter as the power converter 1 is installed. In the railway vehicle drive control device in which such a converter is installed, the power converter including the converter and the permanent magnet motor are disconnected from the overhead wire 8 by the operation of the circuit breaker 6, and the DC circuit contactor 3 (and 25) is used. The power conversion device 1 is disconnected from the converter.

  Further, in each of the above embodiments, the permanent magnet type synchronous motor has been described as the permanent magnet motor. However, any motor can be used as long as it uses a permanent magnet and therefore generates an induced voltage due to its rotation. A permanent magnet reluctance motor may be used.

1 is a circuit diagram of a railway vehicle drive control device according to a first embodiment of the present invention. The circuit diagram of the rail vehicle drive control apparatus of 2nd Embodiment of this invention. The circuit diagram of the rail vehicle drive control apparatus of the 3rd Embodiment of this invention. The block diagram which shows the function structure of the control part in 3rd Embodiment. The circuit diagram of a prior art example.

Explanation of symbols

1 (First Group) Power Converter 2 (First Group) Permanent Magnet Motor 3 (First Group) DC Circuit Contact 4 (First Group) AC Circuit Contact 5 (First Group) Contactor 6 DC Circuit Breaker Device 7 current collector 8 overhead wire 9 wheel 10 rail 11 (first group) filter reactor 12 (first group) filter capacitors 13U to 13Z (first group) switching element 14 control unit 15 (first group) contactor drive operation coil 16 DC circuit breaker drive operating coil 17 (first group) contactor operating mechanism 18 DC circuit breaker operating mechanism 21 Relay A
22 Relay B
23 (second group) power converter 24 (second group) permanent magnet motor 25 (second group) DC circuit contact 26 (second group) AC circuit contact 27 (second group) contactor 28 (second Group) filter reactor 29 (second group) filter capacitors 30U to 30Z (second group) switching element 31 (second group) contactor drive operating coil 32 (second group) contactor operating mechanism 33 relay C

Claims (4)

A power conversion device that converts a DC voltage of a DC power source into an AC voltage of an arbitrary voltage and an arbitrary frequency, and supplies AC power to a permanent magnet motor that drives the vehicle;
A DC circuit contact for turning on and off a circuit between the power converter and a DC power source;
In order to turn on and open a three-phase AC circuit between the power converter and the permanent magnet motor, an AC circuit contact provided in two or three phases of the three-phase AC circuit,
The railway vehicle drive control device, wherein the DC circuit contact and the AC circuit contact are simultaneously turned on or opened by a common drive operation coil. A power conversion device that converts a DC voltage of a DC power source into an AC voltage of an arbitrary voltage and an arbitrary frequency, and supplies AC power to a permanent magnet motor that drives the vehicle;
A DC circuit contact for turning on and off a circuit between the power converter and a DC power source;
An AC circuit contact provided in two or three phases of the three-phase AC circuit in order to turn on and open a three-phase AC circuit between the power converter and the permanent magnet motor;
A railway vehicle drive control device comprising: a protection operation operating means for simultaneously making a release operation or an opening operation of the DC circuit contact and the AC circuit contact with a common drive operation coil. A plurality of power converters for converting a DC voltage of a DC power source into an AC voltage of an arbitrary voltage and an arbitrary frequency and supplying AC power to each of a plurality of permanent magnet motors that drive the vehicle;
A plurality of DC circuit contacts for turning on and off a circuit between the plurality of power converters and a common DC power source;
In order to turn on and open each of the three-phase AC circuits between the plurality of power converters and the permanent magnet motor, a plurality of two-phase or three-phase circuits provided in each of the plurality of three-phase AC circuits are provided. An AC circuit contact,
In order to simultaneously turn on or open the DC circuit contacts on the DC side and the AC circuit contacts on the AC side of each of the plurality of power conversion devices with a common drive operation coil, the plurality of power conversion devices A railway vehicle drive control device comprising a plurality of protection operation operating means provided for each device. In the railway vehicle drive control device according to any one of claims 1 to 3,
The DC circuit contact and the AC circuit contact are contacts having a current interruption capability,
A railway vehicle drive control device, wherein the DC circuit contact and the AC circuit contact are opened when the power converter fails or when protection of the power converter is detected.

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