JP2007049836A - Power converter and electric train for electric railway - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power converter for driving a main electric motor which is constituted to enable a direct variable voltage variable frequency drive by separating a motor for an air-conditioned compressor occupying much of power consumption, from other loads of an auxiliary power supply, in the loads supplied power at a steady voltage and a steady frequency by the auxiliary power supply supplying power to the loads except the main electric motor. <P>SOLUTION: This power converter 11 of an electric train driven by variable frequency variable voltage output to a running main electric motor mounted on cars of the electric train outputs power with a variable frequency variable voltage, through selectors 41, 51 for selecting either of the main electric motor and the air-conditioned compressor or the both in accordance with the running state of the cars. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a technique for driving and controlling a main motor for traveling and an air conditioning compressor motor mounted on a vehicle of an electric vehicle by using a power converter.

  Power converters for electric railway trains are mainly driven by a main motor driven by a variable voltage variable frequency (VVVF) inverter for the purpose of reducing the size and weight, increasing the efficiency, reducing the noise, and reducing the maintenance. On the other hand, power of constant voltage and constant frequency (CVCF) is supplied from the auxiliary power supply to various loads other than the main motor mounted on the electric railway train. Recently, the auxiliary power supply has been replaced by a static CVCF inverter that can supply stable power from a conventional rotary motor generator. Even if the auxiliary power supply fails, power conversion for driving the main motor is possible. CVCF operation of the equipment and redundancy is provided by supplying power to the load, and when the load of the auxiliary power supply is heavy, the power converter for driving the main motor is operated in CVCF in parallel with the auxiliary power supply. There is a system for reducing the capacity of the auxiliary power supply device, and the auxiliary power supply device is highly reliable, downsized and lightened.

  FIG. 9 shows a conventional configuration. The auxiliary power supply 61 supplies electric power of a constant voltage and constant frequency (CVCF) to the air conditioning (compressor) motor 31 and the other load 71, and the power converter 11 supplies electric power of a variable voltage variable frequency (VVVF) to the main motor 21. Supply. FIG. 10 shows a second conventional configuration. When the auxiliary power supply 61 is normal, the main motor 21 is controlled by the power converter 11 with variable voltage and variable frequency (VVVF), and is used for air conditioning other than the main motor 21. The motor 31 and the load 71 are controlled by a constant voltage and constant frequency (CVCF) by an auxiliary power supply 61. When the auxiliary power supply 61 fails, the switch 91 is switched from the main motor 21 to the air conditioning motor 31 and the load 71 by the failure signal 81, and the power converter 11 is changed from variable voltage variable frequency driving to constant voltage constant frequency driving. Thus, power is supplied to the load 71 to ensure system redundancy. FIG. 11 shows a third conventional configuration. When the power converter 11 is not operating due to the notch command, the switching control unit 10 switches the switch 91 from the main motor 21 to the air conditioning motor 31 and the load 71. The power converter 11 is changed from variable voltage variable frequency driving to constant voltage constant frequency driving, and is operated in parallel with the auxiliary power supply 61. By supplying electric power from the power converter 11 to the air conditioning motor 31 and the load 71 that are loads of the auxiliary power supply 61, the capacity of the auxiliary power supply 61 can be reduced and the size can be reduced.

  However, when the load of an auxiliary power supply device mounted on an electric railway train is driven by a CVCF inverter as in the past, the air conditioning compressor motor, which occupies most of the power consumption, has high performance and high performance at the optimum voltage and frequency. Controlling efficiency remains a challenge. Even if the in-vehicle temperature is far from the target value, the air conditioning compressor motor is driven at a constant voltage and constant frequency. Therefore, it takes time until the in-vehicle temperature matches the target value, and the operation time becomes longer. Therefore, the power consumption is also increased. Furthermore, when an air conditioning compressor motor is started, an inrush current of about 5 times the rated current generally flows and exceeds the capacity of the auxiliary power supply. Therefore, it is not possible to start air conditioning at the same time, and a sequence circuit that starts sequentially with a time difference is required. It is. On the other hand, in order to drive an air conditioning compressor motor with a high-performance, high-efficiency auxiliary power unit with a constant voltage and a constant frequency, it is necessary to apply air conditioning with a built-in VVVF inverter. Is an issue.

  The present invention relates to an air conditioning compressor motor that occupies most of the power consumption among loads that are supplied with power at a constant voltage and constant frequency by an auxiliary power supply that supplies power to a load other than the main motor. Separately, the variable voltage variable frequency drive can be directly performed by the power converter for driving the main motor.

  That is, the present invention provides a power converter for an electric vehicle that outputs and drives a variable frequency variable voltage to a main motor for traveling mounted on the vehicle of the electric vehicle, and the main converter according to the traveling state of the vehicle. This is a power converter that outputs electric power of variable frequency and variable voltage via a selection means for selecting an electric motor, an air conditioning compressor motor, or both.

  The present invention also includes a transformer for boosting or lowering the supplied power to a voltage suitable for driving the motor for the air conditioning compressor and an AC circuit breaker for controlling on / off of the motor for the air conditioning compressor. It is a power converter.

  According to the present invention, the AC circuit breaker is adapted to the phase sequence for constantly supplying a constant phase sequence to the motor for the air-conditioning compressor in response to the three-phase sequence switching performed when the power conversion device moves forward and backward. A power conversion device having a switching function.

  Furthermore, the present invention provides a variable frequency variable voltage to a main motor mounted on an electric railway train that is connected to a plurality of vehicles to form a single train and drives the train to drive the train. In the power conversion apparatus, the electric power conversion apparatus supplies electric power of a variable frequency variable voltage that is the same as or different from the electric power supplied to the main motor to the air conditioning compressor motor while the train is stopped or coasting.

  Further, the present invention is a power converter that supplies power of the same output frequency to the motor for an air conditioning compressor as power supplied to the main motor during power running or regenerative braking of the train.

  And this invention connects a some vehicle and comprises one formation, In the electric railway train which comprises a plurality of power converters of Claim 1, an air-conditioner is made into a multiple | multiplex structure in one vehicle, Multiplexed air conditioning compressor motors are electric railway trains configured to supply power from different power converters within a train.

  Furthermore, the present invention is an electric railway train in which an auxiliary power supply function for supplying necessary power in addition to the power supplied to the air conditioning compressor motor is added to the hardware of the power converter.

  The present invention is also an electric railway train that performs parallel operation in which the output voltage, frequency, and phase of the auxiliary power supply devices are synchronized when a plurality of the added auxiliary power supply devices are present in the train. is there.

  Further, the present invention divides a necessary power source in addition to power supplied to the air conditioning compressor motor for each function or device, and similarly supplies the added auxiliary power device into a plurality of power supplies. It is a railway train.

  According to the present invention, the power conversion device can control the motor for the air conditioning compressor with high performance and high efficiency at an optimum and continuous voltage and frequency, so that the total capacity of the main conversion device and the auxiliary power supply device is reduced. As a result, the device can be reduced in size and weight. Further, since the air pressure of the compressor can be continuously controlled, fluctuations in the vehicle interior temperature can be reduced. Further, when there is a large difference between the in-vehicle temperature and the set value, the rapid cooling operation by high-speed rotation of the air conditioning compressor motor improves the follow-up to the set value of the in-vehicle temperature, so that the comfort of the in-vehicle environment can be improved.

The best mode for carrying out the present invention will be described.
Embodiments of a power conversion device and an electric railway train according to the present invention will be described with reference to the drawings.

  Example 1 will be described. FIG. 1 shows a first embodiment of the present invention. For convenience, the air conditioning compressor motor is referred to as an air conditioning motor. FIG. 1 shows a system in which a main motor 21 is controlled by a power converter 11 of an electric railway train. A switch 41 for connecting and opening the power converter 11 and the main motor 21, and a power converter 11 and an air conditioning motor 31 are connected. In this configuration, the switch 51 is opened.

  The operation of the switch 41 and the switch 51 will be described in each of the following states of a general series of driving states shown in FIG. Since the power converter 11 only needs to drive the air conditioning motor 31 when the train stops, the switch 41 is turned off to open the main motor 21, and the switch 51 is turned on to turn on the power converter 11 and the air conditioning motor 31. Connect. Considering the load capacity of the power converter 11 at this time, for example, when driving two main motors and two air conditioning motors with one power converter in a 2M2T four-car train, the capacity of the main motor is 1 Assuming 135 kVA per unit and 15 kVA per unit of air conditioning motor, the load capacity of the power converter is 300 kVA in total, of which the air conditioning motor is 30 kVA, which is 10% of the total load capacity. When the compressor pressure reaches the target value, the operation of the power converter 11 is stopped and the switch 51 is turned off. During powering when the train is accelerating, both the switch 41 and the switch 51 are connected, and the power converter 11 drives the main motor 21 and the air conditioning motor 31 simultaneously. When the pressure of the compressor reaches the target value during the acceleration of the train, the switch 51 is turned off and the air conditioning motor 31 is disconnected from the power converter 11. When the speed reaches the target value and the train coasts, the power conversion device only needs to drive the air conditioning motor as in the case of the stop, so the switch 41 is turned off, the main motor 21 is opened, and the switch 51 is turned on. The power converter 11 and the air conditioning motor 31 are connected. When the compressor pressure reaches the target value, the operation of the power converter 11 is stopped and the switch 51 is turned off. When the speed decreases during coasting, power is run again, and when the speed reaches the target value, coasting is performed again. The operation of the switches 41 and 51 at this time is as described above. During the regenerative braking in which the train decelerates, both the switch 41 and the switch 51 are connected so that the electric power generated by the main motor 31 is directly supplied to the air conditioning motor 31 and the surplus power is regenerated to the power source side through the power converter 11. Is done. The above operation is repeated after the train stops. If the compressor pressure has reached the target value and the driving of the air conditioning motor 31 is not required while the train is stopped and coasting, the operation of the power converter 11 is stopped and the switch 51 may remain on.

  FIG. 3 shows a general conventional example of load capacity required when an air-conditioning motor is driven by an auxiliary power supply device that drives a load other than the main motor. Loads other than air conditioning motors, for example, motors for compressors for lighting and brake devices, diode rectifier circuits that convert to DC power supply, etc., are always constant at 40% regardless of the operating state of the train. During powering, coasting, and regenerative braking, the door is open when the train stops, and when the passenger gets on and off, the air conditioning operates at the maximum output when the temperature inside the vehicle greatly deviates from the temperature setting due to disturbance, At this time, the load is doubled to 60%, and reaches 100% of the capacity of the auxiliary power supply. After the door is closed, after the power running time t1, the driving of the compressor is stopped after the vehicle interior temperature matches the set value.

  FIG. 4 shows the load capacity in the present embodiment when the air conditioning motor is directly driven by the variable voltage variable frequency drive by the power converter when the train is stopped or coasting, and the motor is operated optimally and efficiently. Note that the power consumption during power running and regeneration is the same as in the past. Assuming that the operating time of the air conditioning motor can be halved by the rapid cooling operation by high-speed driving of the air conditioning motor, and the power consumption of the air conditioning motor can be reduced by 50% when the train is stopped or coasting, the conventional auxiliary power supply The maximum 60% air conditioning motor load B required by the capacity of the apparatus is half the load of 30%. By directly driving the air conditioning motor load B by the power converter, the total load of the power converter and the auxiliary power supply can be reduced, and the apparatus can be reduced in size and weight. Furthermore, since electric power is directly supplied from the main motor 21 to the air conditioning motor 31 during regeneration, the generation loss of the power converter 11 can be suppressed accordingly.

  On the other hand, the control of the air conditioning motor 31 can omit the control function in the air conditioning by using the remaining capacity of the CPU processing capacity of the power converter 11 that controls the main motor 21. In addition, by smoothly driving the air conditioning motor from 0 voltage with the power converter, the inrush current at the start can be suppressed, and the sequential turn-on sequence of the air conditioning motor can be omitted. Smaller and lighter can also be realized.

  In addition, when a transformer for stepping down to a predetermined voltage suitable for driving the air conditioning motor is provided between the power conversion device 11 and the air conditioning motor 31, the same effect as in FIG. 1 can be obtained. Since the switch 51 for low pressure can be used, it is more economical. Further, when the train is moving backward, the rotation direction of the air conditioning motor 31 can be always kept in the same direction by providing the switch 51 with a three-phase phase switching function.

  A second embodiment will be described. FIG. 5 shows a second embodiment of the present invention. In FIG. 5, among the plurality of air conditioning motors 31 and 32 configured in multiples in the first vehicle and the plurality of air conditioning motors 33 and 34 configured in multiples in the second vehicle, the power of the first vehicle Electric power is supplied from the conversion device 11 to the air conditioning motors 31 and 33, and electric power is supplied from the power conversion device 12 of the second vehicle to the air conditioning motors 32 and 34. The number of vehicles and air conditioning motors can be three or more.

  With this configuration, even if the power conversion device 11 of the first vehicle breaks down and the air conditioning motors 31 and 33 stop, power is supplied from the power conversion device 12 of the second vehicle to the air conditioning motors 32 and 34. The possibility of completely stopping the air conditioning functions of the first and second vehicles is reduced, and a redundant system can be configured. Compared with the conventional general system that supplies power to the air conditioning motor with two auxiliary power supply units in one train, the power converter directly drives the air conditioning motor to generate power in one train. When there are three or more conversion devices, the number of power supplies for the air conditioning motor is increased as compared with the conventional one, so that a highly redundant system can be configured.

  A third embodiment will be described. FIG. 6 shows a third embodiment of the present invention. In FIG. 6, an auxiliary power supply device 61 that supplies power to a load 71 other than the main motor 21 and the air conditioning motor 31 is added to the hardware of the power conversion device 11. In the current system in which the power conversion device and the auxiliary power supply device are independent from each other, when the power supply power of the train is DC, a reactor, a circuit breaker, etc. are required for the power lines of the power conversion device and the auxiliary power supply device, respectively. However, with the configuration of FIG. 6, the reactor of the auxiliary power supply device, the high-voltage circuit breaker, and the like can be used together with those of the power converter. In addition, when the electric power supply of the train is AC, a transformer and an AC circuit breaker have been required for the power converter and auxiliary power supply power lines, respectively. In addition, a rectifier that converts power from alternating current to direct current can be used in combination. In addition, by sharing the high-voltage lead-in circuit for the auxiliary power supply device with the power converter, the high-voltage lead-in circuit installed in the leading vehicle with the auxiliary power supply device in the conventional system can be omitted.

  Accordingly, in the configuration of FIG. 6, the number of components can be reduced, so that the reliability of the system can be improved and maintenance can be saved. When there are three or more power conversion devices in one train, the number of power sources that can supply power to the load of the auxiliary power device is larger than in a conventional system having two auxiliary power devices in one train. Therefore, a redundant system can be configured.

  Example 4 will be described. FIG. 7 shows a fourth embodiment of the present invention. FIG. 7 divides loads other than the main motors 21 and 22 and the air conditioning motors 31 and 32 into functions or devices such as lighting, air conditioning blowers, and air brake compressors as loads 711, 721, 712, and 722, The auxiliary power supply device is also divided into a plurality of auxiliary power supply devices 611, 621, 612, and 622, and the auxiliary power supply device is added to the hardware of the power conversion devices 11 and 12, respectively.

  For example, consider the case where the auxiliary power supply devices 611, 621, 612, and 622 bear 25% of the required rated capacity. If the auxiliary power supply is not divided, if the auxiliary power supply fails, power cannot be supplied to all of the loads 711, 721, 712, and 722. The ability to supply 200% of the total power with a load of 100% was required. On the other hand, in the configuration of FIG. 7, even if one auxiliary power supply device 611 fails, the reduction in the power capacity that can be supplied can be suppressed to 25%, and only the insufficient capacity of 25% remains. It will suffice to pay with a healthy auxiliary power supply device. Therefore, by distributing the load, dividing the auxiliary power supply unit accordingly and reducing the capacity per unit, the capacity required for backup in the event of failure of the auxiliary power supply unit can be reduced. Can be reduced in size and weight. In addition, by performing parallel operation in which the output voltage, frequency, and phase of the auxiliary power supply devices 611, 621, 612, and 622 are synchronized, if the auxiliary power supply device 611 fails, the remaining auxiliary power supply devices 621, 612, Since power can be continuously supplied to the loads 711, 721, 712, and 722 at 622, a highly reliable system with redundancy can be configured.

  Example 5 will be described. FIG. 8 shows a fifth embodiment of the present invention. FIG. 8 shows a configuration having a switch 91 that connects the power converter 11 to either the main motor 21 or the air conditioning motor 31. In FIG. 8, when the train is stopped and coasting, the power converter 11 can directly drive the air conditioning motor 31 with variable voltage and variable frequency by connecting the switch 91 to the air conditioning motor 31 side. Since the air conditioning motor 31 can be driven with the variable voltage and variable frequency by the power converter 11 when the train stops and coasts, it is clear that the same effect as in FIG. 1 can be obtained.

Explanatory drawing of the power converter device of Example 1. FIG. Explanatory drawing of the time chart explaining the implementation method in Example 1. FIG. The figure explaining the prior art. Explanatory drawing which shows the effect in Example 1. FIG. Explanatory drawing of the power converter device of Example 2. FIG. Explanatory drawing of the power converter device of Example 3. FIG. Explanatory drawing of the power converter device of Example 4. FIG. Explanatory drawing of the power converter device of Example 5. FIG. The block diagram explaining the prior art. The block diagram explaining the conventional 2nd technique. The block diagram explaining the conventional 3rd technique.

Explanation of symbols

11, 12 Power conversion device 21, 22 Main motor 31-34 Air conditioning motor 41, 42, 51, 52, 91 Switch 61, 611, 612, 621, 622 Auxiliary power supply 71, 711, 712, 721, 722 Load

Claims (9)

An electric vehicle power converter that outputs and drives a variable frequency variable voltage to a driving main motor mounted on an electric vehicle,
A power converter that outputs variable-frequency variable-voltage power via a selection unit that selects the main motor, an air-conditioning compressor motor, or both in accordance with the traveling state of the vehicle. The power conversion device according to claim 1,
Electric power comprising a transformer for boosting or stepping down the supplied power to a voltage suitable for driving an air conditioning compressor motor and an AC circuit breaker for on / off control of the air conditioning compressor motor Conversion device. The power conversion device according to claim 2,
The AC circuit breaker has a phase sequence switching function for supplying a constant phase sequence to the air conditioning compressor motor at all times, corresponding to the three phase sequence switching performed when the power conversion device moves forward and backward. A power conversion device. In a power converter for driving a variable frequency variable voltage to a main motor mounted on an electric railway train that is connected to a plurality of vehicles to form a single train and that drives the train.
An electric power conversion device that supplies electric power of a variable frequency variable voltage that is the same as or different from electric power supplied to the main motor to an air conditioning compressor motor while the train is stopped or coasting. The power conversion device according to claim 4, wherein
An electric power converter that supplies electric power having the same output frequency as electric power supplied to the main motor to the air conditioning compressor motor during power running or regenerative braking of the train. In an electric railway train comprising a plurality of power conversion devices according to claim 1, wherein a plurality of vehicles are connected to form a single formation.
The electric railway train is characterized in that the air conditioner has a multiple configuration in one vehicle, and the multiplexed air conditioning compressor motors are configured to supply power from different power conversion devices in the train. The electric railway train according to claim 6,
An electric railway train, wherein an auxiliary power supply function for supplying necessary power in addition to the power supplied to the air conditioning compressor motor is added to the hardware of the power converter. In the electric railway train according to claim 7,
An electric railroad train that performs parallel operation in which the output voltage, frequency, and phase of the auxiliary power supply devices are synchronized when a plurality of the added auxiliary power supply devices are present in the train. In the electric railway train according to claim 7,
Electric railway that divides necessary power sources in addition to power to be supplied to the air conditioning compressor motor for each function or device, and similarly divides the added auxiliary power device into a plurality of power supplies. Train.

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