JP2000134701A - Power converter for railway rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To decide the layout of a power converter for railway rolling stock, in such a way that the converter can be cooled effectively and the size and weight of the converter can be reduced, even when the same inverter is used as a VVVF inverter(variable-voltage variable-frequency power conversion) and a CVCF inverter(constant- voltage constant-frequency power conversion). SOLUTION: In a power converter for a railway rolling stock, semiconductor units 15a, 15b, and 15c arranged adjacently are arranged at intervals and gate control sections 19a and 19b and 19c which output control signals to the units 15a, 15b, and 15c are respectively housed in the spaces between the units 15a and 15b and between the units 15b and 15c, in such a state that the outputs of the control sections 19a, 19b, and 19c are respectively connected to the adjacently arranged units 15a, 15b, and 15c. Therefore, the adjacent semiconductor units do not come closer to each other and intervals are provided before and after each unit 15a, 15b, and 15c in the advancing direction of a rolling stock, so that the wind which is generated when the rolling stock is run can be taken in the units 15a, 15b, and 15c as a cooling wind. By having the units 15a, 15b, and 15c and control sections 19a, 19b, 19c brought close to each other, the occurrence of malfunctions due to noise appearing on gate control signals connected to the units 15a, 15b, and 15c can be reduced, and the noise resistance of the power converter can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a semiconductor unit for constant voltage / constant frequency power conversion (hereinafter referred to as "CVCF inverter") and a variable voltage / variable frequency power conversion (hereinafter referred to as "CVCF inverter").
It is referred to as "VVVF inverter". The present invention relates to a railway vehicle power conversion device installed under the floor of a railway vehicle, which is configured to house both of the semiconductor units.

[0002]

2. Description of the Related Art A plurality of semiconductor units for VVVF inverters and one semiconductor unit for CVCF inverters are housed in a single power conversion device box for the purpose of improving the redundancy of a railway vehicle system. A power converter has been proposed in which one of a plurality of VVVF inverter semiconductor units is operated as a CVCF inverter when a CVCF inverter semiconductor unit fails.

FIG. 14 shows a circuit configuration of such a dual-mode railcar power converter. FIGS. 15 and 16 show a state in which this power conversion device is installed under the floor of a railway vehicle.

First, a circuit configuration of a conventional railway vehicle power converter will be described. Positive input terminals of a plurality of VVVF inverters 4a and 4b are connected to the pantograph 1 via circuit breakers 2a and 2b and filter reactors 3a and 3b, and their negative input terminals are grounded through wheels. A filter capacitor 5 is connected between the positive and negative input terminals of the VVVF inverters 4a and 4b, and a railway vehicle drive motor (main motor) 6 is connected to the output terminal. The predetermined VVVF inverter 4b of the VVVF inverters 4a and 4b is controlled by the control unit 7 so that it can be driven as a CVCF inverter.

The control section 7 has an inverter control common section (hereinafter, referred to as a "common section") 7a for driving the semiconductor elements constituting the VVVF inverter 4b, and a DC power of VVV.
A VVVF control unit 7b for generating a drive signal for operating a semiconductor element so as to convert the DC power to AC power;
It comprises a CVCF control unit 7c for generating a drive signal for operating a semiconductor element so as to convert the semiconductor device into CF AC power, and a switching unit 8 for controlling selector switches 81 to 84 described later.

A positive input terminal of the CVCF inverter 9 is connected to the pantograph 1 via a circuit breaker 2c and a filter reactor 3c, and a negative input terminal is grounded through wheels. A filter capacitor 5a is connected between the positive and negative input terminals of the CVCF inverter 9, and a primary side of a transformer 11 is connected to an output terminal via a waveform filter circuit 10.

On the secondary side of the transformer 11, a control circuit for the VVVF inverters 4a and 4b, a circuit for air-conditioning the inside of the vehicle,
Auxiliary circuit 1 such as a circuit for driving an electric air compressor
2 are connected.

Further, the common unit 7a in the control unit 7 and the VVV
A switch 81 between the F control unit 7b and the CVCF control unit 7c, a switch 82 between the VVVF inverter 4b and the main motor, the CVCF inverter 9 and the transformer 10
And a changeover switch 84 is provided between the output terminal of the VVVF inverter 4b and the output end of the CVCF inverter 9, respectively. These changeover switches 81 to 84 are controlled by the changeover unit 8 and are interlocked. Works.

In the power converter for a railway vehicle having such a circuit configuration, when the CVCF inverter 9 fails, the switching unit 8 detects this and detects each of the changeover switches 81 to 81.
84 is switched to the side opposite to the state shown in the figure. At this time, the circuit breaker 2c is opened. As a result, the CVCF inverter 9 is disconnected from the auxiliary circuit 12, and instead, the predetermined VVVF inverter 4b is disconnected from the main motor 6, connected to the waveform filter circuit 10, and
The CVCF control unit 7c replaces the F control unit 7b with the common unit 7.
a. Therefore, since the VVVF inverter 4b operates as a CVCF inverter, its output is supplied to the transformer 11 via the waveform filter circuit 10 and operates as a power supply for the auxiliary circuit 12.

[0010] The railway vehicle power converter having such an operation function is installed under the floor of a railway vehicle in the mode shown in Figs. That is, the power converter is the vehicle 1
The apparatus constituting the circuit diagram of FIG. 14 is suspended and installed under the floor of FIG. 4, and is housed separately in the box 13 of this power conversion device and some other device boxes. They include
A semiconductor element constituting a three-phase inverter circuit, a cooling unit for dissipating heat generated from the semiconductor element to the atmosphere, and semiconductor units 15a and 15 accommodating peripheral circuit parts thereof
b, 15c and their control units and other electrical components. Here, the semiconductor unit 15a, the semiconductor unit 15b, and the semiconductor unit 15c in FIG. 15 and FIG.
Are the VVVF inverters 4a and V in FIG.
It corresponds to the VVF inverter 4b and the CVCF inverter 9.

If the semiconductor unit 15c operating as the CVCF inverter 9 breaks down, it is electrically disconnected by the changeover switch and the VVVF inverter 4
The semiconductor unit 15b that has been operating as the CVCF
The operation is switched to the inverter operation, and the output is
Will be connected. The semiconductor unit 15
In order to make it easy to understand whether a, 15b, and 15c correspond to the VVVF inverter or the CVCF inverter, “VVVF”, “CVC” in the plan view of FIG.
F ", and the semiconductor unit 15b which is originally a VVVF inverter operates as a CVCF inverter after the switching operation, so that" VVVF (CVCF) "
It is described.

The semiconductor units 15a, 15b and 15c efficiently dissipate the heat generated from the semiconductor elements to the atmosphere,
It has a cooling unit that cools the temperature rise of the semiconductor element to below the allowable temperature, with the aim of improving heat dissipation to the atmosphere,
The heat radiating portion 17 of the cooling portion, which is covered with a protective cover 16 provided with a large number of holes for natural ventilation, is directed to the side of the vehicle body and protrudes from the box 13 of the power converter. On the other hand, box 13
The semiconductor elements of the semiconductor units 15a, 15b and 15c and their peripheral circuit components 18 are housed therein.

Inside the box 13 of the power conversion device, in addition to the portion where the semiconductor element and its peripheral circuit components 18 are stored, a sealed chamber where the control units 19a, 19b and 19c and other electric components are stored. There are twenty.

The gate drive outputs from the control units 19a, 19b, 19c
a, 15b, and 15c. That is, the control unit 19a always performs the VVVF inverter control, the control unit 19c always performs the CVCF inverter control, and the control unit 19b normally performs the VVVF inverter control, but switches to the CVCF inverter control when the CVCF inverter fails. The control unit 19b is configured as shown in FIG.
4 corresponds to the control unit 7 in the circuit diagram).

[0015]

However, such conventional power converters for railway vehicles have the following problems. The semiconductor unit 15 operates as a VVVF inverter when the power converter is healthy, and switches to the CVCF inverter to perform the CVCF inverter operation when the CVCF inverter fails. Therefore,
The cooling capacity of the cooling unit is also VVVF inverter operation, CV
It must be usable during any of the CF inverter operations.

However, generally, the generated heat loss is V
Unlike the VVF inverter operation and the CVCF inverter operation, the capacity of the cooling unit is determined according to the larger heat loss generated. For example, when the heat loss generated during the operation of the VVVF inverter is large, the cooling unit can process the heat loss generated during the operation of the VVVF inverter. Therefore, when the operation is switched to the CVCF inverter operation, the cooling capacity becomes the optimum value. Not. Conversely, when the heat loss generated during the operation of the CVCF inverter is large, it is necessary to provide a cooling unit that can handle the heat loss generated during the operation of the CVCF inverter. Normally, when the semiconductor unit 15b operates as a VVVF inverter Has sufficient cooling capacity, and in this case also, the cooling capacity is not optimal.

The outer shape of the cooling part is almost determined by its cooling capacity, especially when cooling is performed by natural ventilation, and if a high heat treatment capacity is required, the outer shape of the cooling part becomes larger accordingly.
In addition, the volume ratio of the cooling portion in the power conversion device is large, and the heat treatment capacity required for the cooling portion greatly affects the outer shape of the device. In other words, it is important to reduce the size and weight of the power converter by reducing the cooling unit to a minimum and sufficient heat treatment capacity without providing a heat treatment capacity with an excess margin. In particular, in the case of the present apparatus installed in a limited space below the floor of a railway vehicle, it is particularly important to reduce the size and weight.

Further, the semiconductor units 15a, 15b,
Although it is desirable that the hardware 15c be composed of the same hardware from the standpoint of standardization, if the same hardware is used, cooling due to generated heat loss in consideration of both the VVVF inverter operation and the CVCF inverter operation in the semiconductor unit 15b described above. The performance determination of the unit is applied to the other semiconductor units 15a and 15c. That is, C
The semiconductor unit 15c that operates only with the VCF inverter also has V
It is necessary to provide a cooling unit in consideration of the heat loss generated during the operation of the VVF inverter, and it is necessary to cool the semiconductor unit 15a having only the operation of the VVVF inverter in consideration of the heat loss generated during the operation of the CVCF inverter. this is,
This is disadvantageous from the viewpoint of reducing the size and weight of the device.

On the other hand, the semiconductor units 15a, 15b, 1
5c is mounted so as to protrude from the box of the power converter 13 so that the heat radiating portion 17 of the cooling portion is on the side of the vehicle body. This is configured so that the traveling wind is applied to the heat radiating portion 17 so that the traveling wind generated when the vehicle travels can contribute to the cooling. However, the traveling wind is generated in the semiconductor unit located at a later stage in the traveling direction of the vehicle. There is a problem that cannot be obtained sufficiently.

[0020] This is because another semiconductor unit existing on the front stage side of the semiconductor unit in the vehicle traveling direction blocks the vehicle traveling wind, and the traveling wind that can be expected in the last semiconductor unit is reduced. This is because the air temperature rises due to heat loss generated from the preceding semiconductor unit, and the outside air temperature has already become high at the cooling section of the last semiconductor unit.

Under these circumstances, conventionally, when the semiconductor units 15a, 15 and 15c are made of the same hardware, the required capacity of the cooling unit is determined by the last semiconductor unit in the vehicle traveling direction. As a result, it is difficult to reduce the size of the heat radiating portion 17 due to the traveling wind.

In this apparatus, the CVCF inverter 1
In the event of a failure of 5c, the semiconductor unit 15b for the VVVF inverter operates as a CVCF inverter to ensure redundancy as a railway vehicle system.
In the case of the F inverter failure, an excessive temperature rise is one of the causes of the failure, so that the semiconductor unit 15c operating normally in the CVCF inverter is replaced with the other semiconductor units 15a, 15a.
b (here, VVVF
When the operation as a CVCF inverter generates more heat loss than the operation as an inverter), and when the semiconductor unit 15c fails due to excessive temperature rise, the semiconductor units 15a and 15b operating with the VVVF inverter still increase in temperature. You will have room. The semiconductor unit 15b is switched to the CVCF inverter operation due to the failure of the semiconductor unit 15c.
In the case of “a”, the amount of heat loss generated increases as compared with the normal state, and the temperature rise also increases, because the number of semiconductor units that operate the VVVF inverter decreases.

In consideration of the above, depending on the size of the above-mentioned margin of cooling capacity, it is necessary to take measures such as lowering the running performance as compared with the normal state. In addition, it is naturally necessary to replace parts in a failed part, and in this example, replacement work of the semiconductor unit 15c occurs.

As described above, the conventional power converter for railway vehicles has the above-described problems in consideration of the processing of the heat loss generated by the VVVF inverter and the CVCF inverter, and the use of the same hardware including the cooling unit.

The present invention has been made to solve such a conventional problem. One CVCF inverter semiconductor unit and two or more VVVF inverter semiconductor units are combined in one device box. Stored, CVCF
In the case of an inverter failure, one of the VVVF inverter semiconductor units is in a power converter having a function of switching to a CVCF inverter, and the arrangement of these two types of semiconductor units is devised to reduce the vehicle body from the device box. An object is to provide a power conversion device in which unevenness is formed on a side of a vehicle body between cooling portions of respective semiconductor units protruding to the side, so that traveling wind during vehicle running can be easily taken into each cooling portion as cooling air. And

The present invention also provides a power converter in which the semiconductor unit for the VVVF inverter generates heat only when the vehicle is running, so that it is disposed at both ends of the device box to easily receive wind from the vehicle and has improved cooling performance. The purpose is to:

The present invention further provides a CVCF inverter and V
An object of the present invention is to provide a power converter with higher redundancy by performing switching with a VVF inverter before a CVCF inverter failure occurs.

[0028]

According to the first aspect of the present invention, there is provided a semiconductor unit used as a CVCF inverter for supplying AC power for a railway vehicle power supply, and a VVVF inverter for supplying AC power for driving a railway vehicle. When two or more semiconductor units used as a unit are housed in one device box, and one of the semiconductor units for the CVCF inverter fails, one of the semiconductor units for the VVVF inverter is used for the operation of the CVCF inverter. A power converter for a railway vehicle installed under a floor of a railway vehicle having a switching function, wherein the semiconductor unit is configured to dissipate heat of the semiconductor element to outside air by natural cooling, and a semiconductor element and other electric components. Is housed in the device box so that the cooling unit is on the side of the vehicle body, and the cooling unit is located on the side of the vehicle body of the device box. On one side, at least three or more semiconductor units including one CVCF inverter semiconductor unit are formed by projecting their cooling portions on the vehicle body side and from the device box body toward the vehicle body side, There is at least one or more portions where the semiconductor units are not adjacently arranged and are not disposed in close proximity, and a gate control logic unit that outputs a gate control signal to the semiconductor units is accommodated in the portion.

In the power converter for a railway vehicle according to the first aspect of the present invention, one CVC is provided on one side of the device box on the vehicle body side.
The F inverter semiconductor unit and two or more VVVF inverter semiconductor units are housed in the device box so that their cooling portions are on the vehicle body side, and the cooling portion is further on the vehicle body side than the device box. Is configured to protrude,
By arranging the semiconductor units adjacent to each other and not proximate to each other, the portions and the projecting portions of the cooling unit of the semiconductor units form irregularities on the side of the vehicle body, so that the vehicle traveling wind can be easily taken into the cooling unit.

According to a second aspect of the present invention, there is provided one semiconductor unit used as a CVCF inverter for supplying AC power for railway vehicle power, and two or more semiconductor units used as VVVF inverters for supplying AC power for railway vehicle drive. Semiconductor devices are housed in one device box, and CVCF
If the inverter semiconductor unit fails, VVVF
What is claimed is: 1. A power converter for a railway vehicle installed under the floor of a railway vehicle, having a function of switching one of the semiconductor units for an inverter to the operation of a CVCF inverter. It has a cooling part that dissipates heat by natural cooling and a sealed part in which semiconductor elements and other electrical components are stored. The cooling part is stored in the device box so that it is on the side of the vehicle body. At least one or more semiconductor units including one CVCF inverter semiconductor unit protrude the cooling unit on the side of the vehicle body side and the vehicle body side from the device box. The semiconductor units are arranged at an interval from each other, and are not arranged adjacent to each other, and a gate control signal is sent to the semiconductor unit between the two semiconductor units. It is the force gating logic unit contained in the semiconductor units that are arranged close next to one in which the output of the gate control logic unit is connected.

In the power converter for a railway vehicle according to the second aspect of the present invention, adjacent semiconductor units are all arranged at intervals from each other, and a control signal is sent to the semiconductor unit between the two semiconductor units. By storing the control unit to be output and connecting the output of the control unit to the semiconductor unit disposed adjacent to the adjacent unit, the adjacent semiconductor units do not come close to each other, and an interval is provided before and after each vehicle traveling direction, and the vehicle is provided. The traveling wind is easily taken in as cooling air for all the semiconductor units.

Further, since the semiconductor unit and the gate control logic unit are arranged close to each other, noise is less likely to occur on the gate control signal connected to the semiconductor unit, causing a malfunction, and the noise resistance is high.

According to the third aspect of the present invention, one semiconductor unit used as a CVCF inverter for supplying AC power for railcar power supply and two semiconductor units used as VVVF inverters for supplying AC power for railcar drive are provided. A railway having both semiconductor units housed in one device box body and having a function of switching one of the VVVF inverter semiconductor units to the operation of the CVCF inverter when the semiconductor unit for the CVCF inverter fails. A power converter for a railway vehicle installed under a vehicle floor, wherein the semiconductor unit includes a cooling unit that dissipates heat of the semiconductor element to outside air by natural cooling, and a sealed part in which the semiconductor element and other electric components are stored. The cooling unit is housed in the device box so as to be on the side of the vehicle body, and one side of the device box on the side of the vehicle body has 1 At least three semiconductor units including the CVCF inverter semiconductor unit are configured to protrude the cooling unit on the vehicle body side and from the device box body toward the vehicle body, and the CVCF inverter semiconductor unit is provided at the center, A semiconductor unit for a VVVF inverter is arranged on both sides.

In the power converter for a railway vehicle according to the third aspect of the present invention, one CVC is provided on one side of the device box on the vehicle body side.
By arranging three semiconductor units, ie, an F inverter semiconductor unit and two VVVF inverter semiconductor units, such that the center thereof is a CVCF inverter semiconductor unit and both sides are a VVVF inverter semiconductor unit. VVV that generates heat only during running
An effective traveling wind can be applied to the semiconductor unit for the F-inverter, and the cooling performance can be increased to provide a larger control capacity.

According to a fourth aspect of the present invention, in the power converter for a railway vehicle according to any one of the first to third aspects, the protrusion of the semiconductor unit for the CVCF inverter from the device box is determined by the device of the semiconductor unit for the VVVF inverter. By making it smaller than the protruding dimension from the box, VV
The traveling wind is effectively applied to the semiconductor unit for the VF inverter.

According to a fifth aspect of the present invention, in the power converter for a railway vehicle according to any one of the first to third aspects, the semiconductor unit for the CVCF inverter and the semiconductor unit for the VVVF inverter are the same, and are mounted on the device box. The mounting position in the sleeper direction is different, and the semiconductor unit for the CVCF inverter is mounted on the back side of the device box in the sleeper direction such that the protrusion dimension from the device box is smaller than the semiconductor unit for the VVVF inverter. , VVV
Although the same unit is used for the semiconductor unit for the F inverter and the semiconductor unit for the CVCF inverter, the VVV
The traveling wind is effectively applied to the F inverter semiconductor unit.

According to a sixth aspect of the present invention, there is provided one semiconductor unit used as a CVCF inverter for supplying AC power for railway vehicles and two or more semiconductor units used as VVVF inverters for supplying AC power for railway vehicles. Semiconductor devices are housed in one device box, and CVCF
If the inverter semiconductor unit fails, VVVF
What is claimed is: 1. A power converter for a railway vehicle installed under the floor of a railway vehicle, having a function of switching one of the semiconductor units for an inverter to the operation of a CVCF inverter. The VVVF inverter semiconductor unit is composed of a cooling part that dissipates heat by natural cooling and a sealed part in which semiconductor elements and other electric parts are housed. The cooling unit is provided on one side on the vehicle body side of the device box. It is located on the side of the vehicle body, and is installed so that the cooling unit protrudes from the device box to the side of the vehicle,
The semiconductor unit for the CVCF inverter is incorporated in the device box in a direction opposite to the semiconductor unit for the VVVF inverter so that a cooling portion thereof is located at the center of the vehicle body.

[0038] In the power conversion device for a railway vehicle according to the invention of claim 6, VVVF is selected from among two types of semiconductor units for use.
The semiconductor unit for the inverter is arranged on one side of the device box, which is on the vehicle body side, so that the cooling portion is on the vehicle body side, and further, the cooling portion protrudes from the device box to the vehicle body side. The cooling unit of the CVCF inverter semiconductor unit is disposed in the center of the vehicle body so that the cooling unit of the CVCF inverter semiconductor unit is installed in the opposite direction to the VVVF inverter semiconductor unit. Do not protrude to the side of the vehicle, V
The configuration is such that only the cooling portion of the semiconductor unit for the VVF inverter protrudes toward the side of the device body so that the traveling wind can effectively hit the semiconductor unit for the VVF inverter, thereby improving the cooling performance and providing a larger control capacity. ing.

According to a seventh aspect of the present invention, there is provided one semiconductor unit used as a CVCF inverter for supplying AC power for a railway vehicle, and two or more semiconductor units used as VVVF inverters for supplying AC power for driving a railway vehicle. Semiconductor devices are housed in one device box, and CVCF
If the inverter semiconductor unit fails, VVVF
What is claimed is: 1. A power converter for a railway vehicle installed under the floor of a railway vehicle, having a function of switching one of the semiconductor units for an inverter to the operation of a CVCF inverter. It is composed of a cooling part that dissipates heat by natural cooling and a sealed part that houses semiconductor elements and other electrical components. The cooling part is housed in the device box so that the cooling unit is on the side of the vehicle body, On one side, at least three or more semiconductor units including one CVCF inverter semiconductor unit have their cooling portions located on the vehicle body side, and the cooling portions are located on the vehicle body side with respect to the device box. Side, and the C
A semiconductor unit for a VCF inverter having temperature detecting means for detecting a temperature of a cooling portion thereof, and switching a carrier frequency of the semiconductor unit for a CVCF inverter to a small value when the temperature detecting means detects a predetermined set temperature. It is.

In the power converter for a railway vehicle according to the present invention, the temperature of the cooling section of the semiconductor unit for the CVCF inverter is detected, and the carrier frequency of the CVCF inverter is switched when the temperature exceeds a predetermined set temperature. As a result, when the temperature rise becomes large and the margin with respect to the allowable temperature decreases, the loss generated by reducing the carrier frequency can be reduced and the temperature can be kept below the allowable temperature.

According to the invention of claim 8, one semiconductor unit used as a CVCF inverter for supplying AC power for railcar power supply and two or more semiconductor units used as VVVF inverters for supplying AC power for railcar drive are provided. Semiconductor devices are housed in one device box, and CVCF
If the inverter semiconductor unit fails, VVVF
What is claimed is: 1. A power converter for a railway vehicle installed under the floor of a railway vehicle, having a function of switching one of the semiconductor units for an inverter to the operation of a CVCF inverter. It is composed of a cooling part that dissipates heat by natural cooling and a sealed part that houses semiconductor elements and other electrical components. The cooling part is housed in the device box so that the cooling unit is on the side of the vehicle body, On one side, at least three or more semiconductor units including one CVCF inverter semiconductor unit have their cooling portions located on the vehicle body side, and the cooling portions are located on the vehicle body side with respect to the device box. It is installed so as to protrude to the side and switches the carrier frequency of the CVCF inverter semiconductor unit to a small value when the railway vehicle is running.

In the power converter for a railway vehicle according to the present invention, when the VVVF inverter is operated, that is, when the vehicle is running, the loss generated by switching the carrier frequency of the CVCF inverter to a smaller one is reduced, and the temperature rise is allowed. Keep below temperature. Although the noise is increased by reducing the frequency, this switching is performed only when the vehicle is running, so that the noise is drowned out by the running sound of the vehicle and the CV is reduced.
The noise of the CF inverter does not cause discomfort to passengers.

According to a ninth aspect of the present invention, there is provided one semiconductor unit used as a CVCF inverter for supplying AC power for railcar power supply, and two or more semiconductor units used as VVVF inverters for supplying AC power for railroad vehicle drive. Are housed in one device box, and VVVF
One of the semiconductor units for the inverter is switched to the operation of the CVCF inverter, and at the same time, the semiconductor unit for the CVCF inverter is switched to the operation of the VVVF inverter. Wherein the semiconductor unit is composed of a cooling part for dissipating heat of the semiconductor element to the outside air by natural cooling and a sealed part in which the semiconductor element and other electric parts are housed, wherein the cooling part is on the side of the vehicle body. At least three or more semiconductor units including one CVCF inverter semiconductor unit are housed in the device box so that at least one semiconductor unit for a CVCF inverter is disposed on one side of the device box on the vehicle body side. VVVF inverter having the switching function, wherein the cooling unit is installed so as to protrude toward the vehicle body side from the device box. One of the semiconductor units is located at an end of the device box, and the CVCF inverter semiconductor unit has temperature detecting means for detecting a temperature of a cooling part thereof, and the temperature detecting means detects a predetermined set temperature. When the detection is performed, the operation of the semiconductor unit for the CVCF inverter is mutually switched with one of the semiconductor units for the VVVF inverter.

In the power converter for a railway vehicle according to the ninth aspect of the present invention, since the VVVF inverter and the CVCF inverter are switched between each other, the temperature detecting means provided in the cooling section of the semiconductor unit for the CVCF inverter has an abnormal temperature. Before the detection, that is, by switching to the VVVF inverter at a temperature lower than the allowable temperature, a failure due to a temperature rise of the semiconductor element can be prevented.

According to a tenth aspect of the present invention, a CVCF inverter for supplying AC power for railcar power supply is used.
Power for a railway vehicle installed under the floor of a railway vehicle in which both semiconductor units and two or more semiconductor units used as VVVF inverters for supplying AC power for driving a railway vehicle are housed in a single device box. A conversion device,
The device unit is configured such that the semiconductor unit includes a cooling unit that dissipates heat generated by the semiconductor element to the outside air by natural cooling and a sealed part that stores the semiconductor element and other electric components, and the cooling unit is located on the side of the vehicle body. On one side of the device box body that is housed in the body and is on the side of the vehicle body, at least three or more semiconductor units including one CVCF inverter semiconductor unit have their cooling units on the side of the vehicle body. And the cooling unit is installed so as to protrude toward the vehicle body side from the device box, and the cooling units that dissipate heat each have an auxiliary blower that forcibly blows the cooling unit individually, and the semiconductor unit is provided with the cooling unit. It has a temperature detecting means for detecting a temperature, and operates the auxiliary blower when the temperature detecting means detects a predetermined set temperature.

According to a tenth aspect of the present invention, an auxiliary blower is individually provided for each semiconductor unit, and when a large temperature rise in the cooling section is detected by the temperature detecting means provided for each semiconductor unit, the auxiliary blower is activated. By increasing the heat dissipation performance by operating the semiconductor device, a failure due to a rise in temperature of the semiconductor element can be prevented. In addition, since the auxiliary blower operates with the minimum required, the life of the parts is prolonged, and the frequency of maintenance work such as replacement of parts does not increase.

According to the eleventh aspect of the present invention, a CVCF inverter for supplying AC power for railcar power supply is used.
Power for a railway vehicle installed under the floor of a railway vehicle in which both semiconductor units and two or more semiconductor units used as VVVF inverters for supplying AC power for driving a railway vehicle are housed in a single device box. A conversion device,
The device unit is configured such that the semiconductor unit includes a cooling unit that dissipates heat generated by the semiconductor element to the outside air by natural cooling and a sealed part that stores the semiconductor element and other electric components, and the cooling unit is located on the side of the vehicle body. On one side of the device box body that is housed in the body and is on the side of the vehicle body, at least three or more semiconductor units including one CVCF inverter semiconductor unit have their cooling units on the side of the vehicle body. The cooling unit is disposed so as to protrude from the device box body toward the vehicle body side, and the cooling unit for dissipating heat of the semiconductor unit for the CVCF inverter has an auxiliary blower for forcibly blowing air to the cooling unit. The auxiliary blower is operated when the electric air compressor, which is the load of the semiconductor unit, is operated.

According to the eleventh aspect of the present invention, an auxiliary blower is provided in the semiconductor unit of the CVCF inverter, and the auxiliary air blower is operated when the electric air compressor is operated. Is generated at the same time as the operation noise of the electric air compressor, and the noise does not cause discomfort to the passengers. Also, when the load increases (loss increases) due to the operation of the electric air compressor which is the load of the CVCF inverter. In addition, the cooling performance of the semiconductor unit is improved, and as a result, a rise in the temperature of the semiconductor element can be suppressed.

According to a twelfth aspect of the present invention, a CVCF inverter for supplying AC power for railcar power supply is used.
The two semiconductor units and two or more semiconductor units used as VVVF inverters that supply AC power for driving railway vehicles are both housed in a single device box.
One of the semiconductor units for F inverter is CVCF
A power converter for a railway vehicle installed under the floor of a railway vehicle, which has a function of switching to an operation of an inverter and at the same time, switching a semiconductor unit for a CVCF inverter to an operation of a VVVF inverter, wherein the semiconductor unit comprises a semiconductor element. A cooling unit that dissipates heat generated by the natural cooling to the outside air by natural cooling, and a sealed portion in which semiconductor elements and other electrical components are stored. The cooling unit is stored in the device box so that the cooling unit is on the side of the vehicle body. On one side of the body on the side of the vehicle body, at least three or more semiconductor units including one CVCF inverter semiconductor unit have its cooling part on the vehicle body side, and the cooling part is a device box. One of the VVVF inverter semiconductor units having the switching function is installed at the end of the device box body. And a semiconductor unit for the CVCF inverter are those located at the end portion of the other apparatus main body, switching the function back and forth between the two semiconductor units by the traveling direction of the railway car.

According to a twelfth aspect of the present invention, three semiconductor units are arranged on the vehicle body side of the device, and the loss per semiconductor unit of the VVVF inverter is smaller than that of the CVCF inverter. If the loss is larger than the loss, the VVVF inverter and the CVCF inverter are switched according to the traveling direction of the vehicle so that the CVCF inverter comes to the rear end of the traveling direction of the vehicle.
The semiconductor unit of the VVF inverter is effectively hit.

When the CVCF inverter has a larger loss, the VVVF inverter and the CVCF inverter are switched so that the CVCF inverter is located at the forefront in the vehicle traveling direction, so that the vehicle running wind contributes to the cooling of the CVCF inverter. To

As a result, the vehicle wind can be effectively used for cooling the semiconductor units of the VVVF inverter and the CVCF inverter, and efficient cooling can be achieved as a whole.

According to a thirteenth aspect of the present invention, a CVCF inverter for supplying AC power for railcar power supply is used.
Power for a railway vehicle installed under the floor of a railway vehicle in which both semiconductor units and two or more semiconductor units used as VVVF inverters for supplying AC power for driving a railway vehicle are housed in a single device box. A conversion device,
The device unit is configured such that the semiconductor unit includes a cooling unit that dissipates heat generated by the semiconductor element to the outside air by natural cooling and a sealed part that stores the semiconductor element and other electric components, and the cooling unit is located on the side of the vehicle body. On one side of the device box body that is housed in the body and is on the side of the vehicle body, at least three or more semiconductor units including one CVCF inverter semiconductor unit have their cooling units on the side of the vehicle body. In addition, the cooling unit is installed so as to protrude from the device box body toward the vehicle body side, and the cooling unit of the semiconductor unit is provided with a plurality of flat plate fins, which are installed at predetermined intervals perpendicular to the semiconductor mounting surface. The mounting direction of the semiconductor unit for the VVVF inverter is changed so that the direction of the plate fin is horizontal, and the direction of the plate fin of the semiconductor unit for the CVCF inverter is vertical. It is.

In the power converter for a railway vehicle according to the thirteenth aspect of the present invention, the cooling fins of the semiconductor unit are arranged horizontally in the VVVF inverter so that the vehicle running wind can easily flow between the fins to increase the cooling efficiency. By arranging the cooling fins vertically, it becomes a fin arrangement suitable for natural cooling air when the vehicle is stopped. By changing the mounting direction by 90 degrees with the same unit, it is effective for both use of vehicle running wind and natural cooling Can respond to.

[0055]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the drawings. 1 and 2 show a mounting structure of a railway vehicle power conversion device according to a first embodiment of the present invention to a vehicle. In the first embodiment, a power converter box 13 is installed under the floor of a vehicle body 14, and a semiconductor unit 15 a is provided at one end of the power converter box 13 and a semiconductor unit 15 b is provided at the other end. Are stored such that the respective cooling portions are on the side of the vehicle body and protrude toward the side of the vehicle body. The semiconductor unit 15c is also housed in the device box 13 at an intermediate position between the semiconductor units 15a and 15b such that the cooling portion thereof is on the vehicle body side and protrudes toward the vehicle body.

Here, the semiconductor unit 15a is VVVF
The semiconductor unit 15c operates as an inverter and the CV
It operates as a CF inverter. The semiconductor unit 15b normally operates as a VVVF inverter, and the CVCF
When the semiconductor unit 15c operating as an inverter breaks down, it operates as a CVCF inverter instead.

Semiconductor unit 15a and semiconductor unit 1
5b, a closed chamber 20a is provided between the semiconductor unit 15b and the semiconductor unit 15c.
b is provided. A control unit 19a for VVVF inverter control of the semiconductor unit 15a is housed in the sealed room 20a, and control units 19b and 19c are housed in the sealed room 20b.

The control unit 19c is connected to the CVCF inverter semiconductor unit 15c, and controls the semiconductor unit 15c by the CVCF inverter.

The control unit 19b is the same as that of the prior art shown in FIG.
4 and a switching function between a VVVF inverter operation and a CVCF inverter operation. The control unit 7 is connected to the semiconductor unit 15b, and normally controls the semiconductor unit 15b by the VVVF inverter to control the CVCF inverter. When the semiconductor unit 15c fails, the semiconductor unit 15b is replaced by C
VCF inverter control.

In each of the semiconductor units 15a, 15b, and 15c, the cooling portion protrudes from the power converter box 13 to the side of the vehicle body.
6 has a structure in which the heat radiating portion 17 is covered. The semiconductor elements of each of the semiconductor units 15a, 15b, and 15c and the peripheral circuit components 18 are housed in the apparatus box 13, and are separated from each other by sealed chambers 20a and 20b, and are spaced apart from each other.

The circuit configuration of the railway vehicle power converter of the first embodiment is the same as that of the conventional example shown in FIG.

Next, the operation of the railway vehicle power converter of the first embodiment having the above configuration will be described. Normally, the semiconductor units 15a and 15b installed at both ends of the power conversion device box 13 are both operated by the VVVF inverter, and the central semiconductor unit 15c is operated by the CVCF inverter.

When the vehicle is running, a running wind is generated. For example, when the device box 13 travels leftward (direction of arrow A) on the paper surface of FIGS. 1 and 2, at this time, the semiconductor unit 15 a is located at the frontmost position in the traveling direction and at the rearmost position in the traveling direction. Although the semiconductor unit 15b is located, the semiconductor unit 15b is located between the semiconductor units 15a and 15c.
By providing an interval between c and 15b, the traveling wind effectively enters not only the semiconductor unit 15a located at the forefront in the traveling direction, but also the semiconductor unit 15c and the last semiconductor unit 15b.

That is, the radiator 1 of the semiconductor unit 15c
7, an interval 2 between the semiconductor units 15a and 15c;
The traveling wind flows into 1a as shown by an arrow Ba and contributes as cooling wind. Similarly, running air flows into the heat radiating portion 17 of the semiconductor unit 15b into the space 21b between the semiconductor units 15c and 15b as shown by an arrow Bb, and contributes as cooling air. Similarly, when the traveling direction is reversed, the semiconductor unit 15b which is the foremost part in the traveling direction is also used.
The traveling wind is also taken into the other semiconductor units 15c and 15a. However, the magnitude of the effect of the traveling wind is greatest in the cooling unit of the semiconductor unit positioned at the forefront in the traveling direction.

On a general railroad route, since the vehicle turns around at the terminal station, the traveling direction of the vehicle is reversed at certain time intervals. However, the semiconductor units 15a and 15b which perform the VVVF inverter operation are normally provided. Either one is located at the forefront in the traveling direction, and the effect of improving the cooling performance by the traveling wind is particularly large in the semiconductor units 15a and 15b arranged at both ends of the device.

Semiconductor unit 15 for CVCF inverter
In the event of a failure of circuit c, this circuit is cut off from the system and the semiconductor unit 15b is switched from the VVVF inverter operation to the CVCF inverter operation.
Only the semiconductor units arranged at both ends of the device box 13 together with the semiconductor unit 15a operating as a VF inverter generate heat and need to be cooled. At this time, as described above, the two semiconductor units 15a, which need to be cooled, at both ends of the device box 13 having the largest cooling effect from the viewpoint of the vehicle running wind.
15b is arranged.

As described above, in the railway vehicle power converter of the first embodiment, the gap 21 between the semiconductor units is provided.
a, 21b, the semiconductor units 15a, 1b
Both 5b and 15c allow the intake of vehicle running wind, so that the cooling performance of the heat radiating section 17 is improved, and the heat radiating section 17 can be reduced in size and weight.

Further, the two semiconductor units 15a and 15b that operate with the VVVF inverter are arranged at both ends of the device box 13 at the initial sound, so that the traveling wind can be easily used.
a and 15b generate heat only when the vehicle is traveling. At this time, a traveling wind is also generated.
Semiconductor units 15a and 15 performing VF inverter operation
The cooling performance of b is remarkably improved, and as a result, a larger VVVF inverter control dose is possible in the same semiconductor unit. That is, the capacity of the main motor that can be controlled by one semiconductor unit can be increased, and the number of motor vehicles during train formation can be reduced, and vehicle performance can be improved.

Thus, the VVVF inverter has a higher CV
Even when the generated heat loss is larger than that of the CF inverter, a semiconductor unit of the same hardware can be applied to both. Further, since the sealed chambers 20a and 20b are provided between the semiconductor units, the control units 19a and 1
Since each of 9b and 19c is arranged adjacent to the semiconductor unit connected thereto, the connection line between the control unit and the semiconductor unit is the shortest, and there is no intersection with other connection lines, so that noise is applied to the connection line. And noise resistance is improved.

Next, a railway vehicle power converter according to a second embodiment of the present invention will be described with reference to FIG. The second embodiment employs semiconductor units 15a, 15b, and 15c having the same functions as the first embodiment, and also employs the semiconductor units 15a, 15a, and 15c as in the first embodiment.
b is disposed at both ends of the device box 13 and the semiconductor unit 15c is disposed in the middle, but the portion of the semiconductor unit 15c at the intermediate position protruding from the device box 13 to the vehicle side is the other semiconductor unit. It is characterized in that it is smaller than 15a and 15b.

That is, the recess 22 is formed in the device box 13 at the mounting position of the semiconductor unit 15c.
The protrusion of the semiconductor unit 15c is smaller than that of the other semiconductor units 15a and 15b by the amount of the two recesses.

As a result, in the semiconductor unit 15c that operates as a CVCF inverter, the cooling effect due to the traveling wind is reduced, but in the semiconductor unit that is the rearmost in the traveling direction, the semiconductor unit 15c is located at a space in front of the traveling direction.
Since the protruding portion of c is small, the wind direction is more likely to enter the semiconductor unit at the rearmost position than in the case of the first embodiment, and accordingly, the semiconductor units 15a and 15b performing the VVVF indian operation are further improved. The cooling effect is improved. Even if the heat loss generated on the VVVF inverter side is further increased, the same semiconductor unit can be applied.

Next, a railway vehicle power converter according to a third embodiment of the present invention will be described with reference to FIG. The railway vehicle power converter according to the third embodiment includes a semiconductor unit 15c that operates as a CVCF inverter, and the other semiconductor units 15a, 15a and 1a are arranged such that the cooling unit is located at the center of the vehicle body.
5b is stored in the device box 13 in the opposite direction, and at the position of the central semiconductor unit 15c in the device box 13,
The feature is that the part protruding to the side of the vehicle body is eliminated.
Other components are the same as those of the first embodiment,
It is shown with the same reference numerals. The circuit configuration is shown in FIG.
This is the same as the conventional example shown in FIG.

In the third embodiment, only the semiconductor units 15a and 15b that operate as VVVF inverters have cooling portions protruding toward the vehicle body side so as to be more susceptible to traveling wind. However, since the distance between them is large, the traveling wind is more likely to hit the rearmost semiconductor unit in the traveling direction. For this reason, the semiconductor unit 15 that performs the VVVF inverter operation
The cooling effects of a and 15b are further improved. And VV
The same semiconductor unit can be applied even if the heat loss generated on the VF inverter side is further increased.

Next, a power conversion device for a railway vehicle according to a fourth embodiment of the present invention will be described with reference to FIG. In the fourth embodiment, the CV used in the first to third embodiments is
A semiconductor unit 15d having a different shape of a protruding portion instead of the semiconductor unit 15c performing the CF inverter operation
This is characterized by being installed at an intermediate position between the semiconductor units 15a and 15b at both ends for VVVF indian operation.

The semiconductor unit 15d that performs the CVCF inverter operation is not the same in structure as the semiconductor units 15a and 15b that perform the VVVF inverter operation.
The outer shape of 7a is different from the other semiconductor units 15a and 15b. Unlike the protective cover 16 of the heat radiating portion 17 of the other semiconductor units 15a and 15b, the heat radiating portion 17a is covered with a flat-shaped protective cover 16a. Then, the semiconductor element and its peripheral circuit component 18a
Are housed in the device box 13 like the semiconductor elements of the other semiconductor units 15a and 15b and the peripheral circuit components 18.

The control units 19a, 19b, 19
Each of c is arranged in the closed chambers 20a and 20b provided between the semiconductor units as in the first to third embodiments.

According to the railway vehicle power converter of the fourth embodiment, there are two types of semiconductor units.
As in the second embodiment, even if the device box 13 is not provided with a recess on the side surface but is housed in the same position as the other semiconductor units 15a and 15b in the sleeper direction, the size of the protruding portion is reduced, As in the second embodiment, the cooling effect utilizing the traveling wind in the semiconductor units 15a and 15b performing the VVVF inverter operation is improved.

Next, a power converter for a railway vehicle according to a fifth embodiment of the present invention will be described with reference to FIG. In the fifth embodiment, a semiconductor unit 15a that always operates as a VVVF inverter, a VVVF inverter and a CVCF
The semiconductor unit 15b, which can be switched with the inverter operation, is disposed at both ends of the power converter box 13, and the CVC
The semiconductor units 15c of the F-inverter operation are housed at an interval from each other, and a sealed room 20a is provided between the semiconductor units 15a and 15c, and a sealed room 20b is provided between the semiconductor units 15c and 15b.

Then, the semiconductor units 15a, 15b,
Each of the heat radiating portions 17b has a large number of heat radiating fins 2.
3 are mounted in parallel at a predetermined interval, and the heat radiation fins 23 are arranged horizontally in the semiconductor units 15a and 15b and vertically in the semiconductor unit 15c. They are different.

In the semiconductor units 15a and 15b, the direction of the radiating fins 23 is made to match the flow of the traveling wind, and in the semiconductor unit 15c, the CVCF inverter operates. 23 so that it flows between them.

Thus, instead of using a cooling system that uses the phase change of the refrigerant in the cooling unit, a cooling system with the simplest structure is adopted, so that the number of parts can be reduced, and a highly reliable and inexpensive power converter can be used. The device can be realized.

Next, a power conversion device for a railway vehicle according to a sixth embodiment of the present invention will be described with reference to FIGS. In the sixth embodiment, the control unit 19c that controls the semiconductor unit 15c (CVCF inverter 9 in the circuit of FIG. 7) that operates the CVCF inverter controls the CVCF control unit 24 to switch the carrier frequency of the semiconductor element switching between high and low. The switching unit 25 is connected, and when the frequency switching unit 25 detects that the temperature relay 26 as the temperature detecting means attached to the cooling unit of the semiconductor unit 15c has become higher than a predetermined temperature of the cooling unit, the frequency switching unit 25 determines the carrier frequency. And the CVCF control unit 24 operates the semiconductor unit 15c at the switched low carrier frequency.
Is characterized in that the CVCF inverter is operated.

The other components are the same as those of the first embodiment shown in FIG. 1, and the circuit configuration is the same as that of the conventional example shown in FIG.

In the railway vehicle power converter of the sixth embodiment, the semiconductor unit 1 that operates as a CVCF inverter
When the temperature rise value of the semiconductor device 5c reaches a predetermined temperature within an allowable limit, the temperature relay 26 attached to the cooling section detects this, and switches the carrier frequency to a small value as described above, thereby generating heat. It is possible to reduce the loss, prevent the semiconductor element from being destroyed due to an excessive temperature rise, and prevent a CVCF inverter failure beforehand.
Redundancy can be further increased.

Next, a power conversion device for a railway vehicle according to a seventh embodiment of the present invention will be described with reference to FIG. In the seventh embodiment, the CVCF control unit 24 of the control unit 19c for the semiconductor unit (CVCF inverter 9 in the circuit of FIG. 9) that operates as a CVCF inverter when the vehicle is running is provided, as in the sixth embodiment. Is connected to a frequency switching unit 25 for switching the carrier frequency of semiconductor element switching between high and low. The frequency switching unit 25 switches the carrier frequency in response to a vehicle running signal,
The control unit 24 is characterized in that the semiconductor unit 15c operates the CVCF inverter at the switched low carrier frequency.

The other components are the same as those of the first embodiment shown in FIG. 1 in terms of the mechanical configuration, and the circuit configuration is the same as that of the conventional example shown in FIG. This is the same as the sixth embodiment.

In the railway vehicle power converter of the seventh embodiment, when the vehicle starts running, the carrier frequency of the CVCF inverter semiconductor unit 15c is switched to a lower one to reduce the heat loss generated from the semiconductor element. Thus, the temperature rise is suppressed, the semiconductor device is prevented from being destroyed due to the excessive temperature rise, the failure of the CVCF inverter can be prevented, and the redundancy can be further improved.

It is feared that when the carrier frequency is lowered, the magnetostriction noise is increased. However, when the vehicle is running, the mechanical noise around the axle and the bogie due to the running becomes larger. Absent.

Next, an electric power converter for a railway vehicle according to an eighth embodiment of the present invention will be described with reference to FIG. 8th
In this embodiment, an auxiliary blower 27 is provided above a protective cover 16 that covers the heat radiating portion 17 of each of the semiconductor units 15a, 15b, and 15c having the same functions and the same arrangement as those of the first embodiment. , 15b, 15c
It is characterized in that these auxiliary blowers 27 are operated by detecting that a predetermined temperature abnormality has occurred by the temperature relays 26 attached to the respective cooling units.

The other mechanical structure is the same as that of the first embodiment shown in FIG. 1, and the circuit structure is the same as that of the first embodiment shown in FIG.
This is the same as the conventional example shown in FIG.

In the eighth embodiment, when the temperature relay 26 detects that the temperature of any one of the cooling units of the semiconductor units 15a, 15b, 15c has risen above a predetermined value, the corresponding auxiliary blower 27 is activated. Start operation, heat radiator 1
The heat radiation performance of the semiconductor device 7 is improved, the temperature of the cooling unit is lowered, and the occurrence of a failure due to an excessive rise in the temperature of the semiconductor element is prevented.

The auxiliary blower 27 rotates and requires maintenance of the rotating part and necessity of replacement of consumables. In the eighth embodiment, the auxiliary blower 27 is rotated.
Operation is kept to the minimum necessary, the operation time is short,
There is no danger of increasing the frequency of maintenance work.

In the above description, the operation and stop of the auxiliary blower 27 are controlled by detecting the temperature by the temperature relay 26. Instead, the electric air compressor which is the load of the semiconductor unit 15c operated by the CVCF inverter is used. It is also possible to receive the signal and activate the auxiliary blower 27 synchronously when is activated. When the electric air compressor operates, the heat loss generated by the semiconductor unit 15c operated by the CVCF inverter is large,
At this time, since the temperature rise is suppressed, the operation of the auxiliary blower 27 improves the cooling effect of the heat radiating unit 17.

When the auxiliary blower 27 operates, its rotation sound becomes noise, but the electric air compressor also generates operation sound. Since this operation sound is louder, the operation sound of the auxiliary blower 27 is reduced. There is no risk of discomfort to passengers.

Next, a ninth embodiment of the present invention will be described with reference to FIGS. 11 and 12. FIG. The ninth embodiment shown in the circuit of FIG.
F inverter 9 (semiconductor unit 15c in FIG. 12)
Is controlled by the control unit 7 'so that it can also operate as a VVVF inverter. Note that components common to those in the conventional example of FIG. 14 are denoted by the same reference numerals.

The control unit 7 'is provided with a VVVF inverter /
Similarly to the control unit 7 for the VVVF inverter 4b (corresponding to the semiconductor unit 15b in FIG. 12) capable of switching operation as a CVCF inverter, a common unit 7 for driving a semiconductor element forming the CVCF inverter 9
a ', a VVVF controller 7b' for generating a drive signal for operating the semiconductor element to convert DC power to VVVF AC power, generating a drive signal for operating the semiconductor element to convert DC power to CVCF AC power CVCF control unit 7c ', and these VVVF control units 7b' and CVCF
It comprises a switching unit 8 'for switching between the control unit 7c'.

The switching section 8 'on the control section 7' side operates in conjunction with the switching section 8 of the control section 7 of the VVVF inverter 4b to control the switches 81-86. These changeover switches 81
86 are the changeover switches 81 to 81 shown in the conventional example of FIG.
84, a changeover switch 85 between the common unit 7a 'and the VVVF control unit 7b' and the CVCF control unit 7c 'which newly constitutes the control unit 7' (this is a CVCF control unit 7c '
Side is connected to the common unit 7a '), and a changeover switch 86 is provided between the output terminal of the CVCF inverter 9 and the output terminal (input unit to the main motor 6) of the VVVF inverter 4b. 4b and CVCF
The function of replacing the output with the inverter 9, that is, VV
It has a function of switching the VF inverter 4b to the CVCF inverter operation and conversely switching the CVCF inverter 9 to the VVVF inverter operation.

The hardware structure shown in FIG. 12 is the same as that of the first embodiment shown in FIG. However, the semiconductor unit 15c at the intermediate position is normally C
The VCF operation is performed, the VVVF operation is performed by switching, and the semiconductor unit 15b at one end position normally performs the VVVF operation, and the switching performs the CVCF operation.

In the power conversion device for a railway vehicle according to the ninth embodiment, the CVCF inverter 9 and the VVVF inverter 4b are both sounded, instead of being switched only when the CVCF inverter 9 fails as in the conventional example. Switching operation in a proper state.

That is, the temperature relay 26 as the temperature detecting means shown in FIG.
The temperature rise of each of the cooling units b and 15c is monitored, and the operation of the VVVF inverter and the operation of the CVCF inverter are switched to each other at a predetermined temperature at which there is no margin for the rise limit.

That is, CVCF in the circuit diagram of FIG.
If the temperature rise of the cooling unit of the semiconductor unit 15c in FIG. 12 corresponding to the inverter 9 is large and the temperature rise of the cooling unit of the semiconductor unit 15b also corresponds to the VVVF inverter 4b, the temperature of the cooling unit of the semiconductor unit 15c When the temperature reaches a predetermined temperature, the switching units 8, 8 '
The operation switching between the VVVF inverter and the CVCF inverter is performed by the interlocking operation of. As a result, the semiconductor unit 15c operates as a VVVF inverter, and the semiconductor unit 15b operates as a CVCF inverter, and the temperature rise of each cooling unit is averaged.

As described above, in the ninth embodiment, a failure due to an excessive rise in temperature of a semiconductor element can be prevented beforehand.
A more reliable and redundant railway vehicle system can be realized.

Next, a railway vehicle power converter according to a tenth embodiment of the present invention will be described with reference to FIG. The circuit configuration of the railway vehicle power converter of the tenth embodiment is the same as that shown in FIG. 11 as in the ninth embodiment, and the hardware structure shown in FIG. In the ninth embodiment, instead of switching only when the temperature of the CVCF inverter 9 rises above a predetermined value,
It is characterized in that both the CVCF inverter 9 and the VVVF inverter 4b are switched in accordance with the traveling direction of the vehicle in a healthy state.

That is, as shown in FIG. 13, a semiconductor unit 15b corresponding to the VVVF inverter 4b is disposed at one end of the power converter box 13 on the vehicle body side, and a CVCF inverter is disposed at the other end. 9 and a semiconductor unit 15a corresponding to the VVVF inverter 4a which always operates as a VVVF inverter is disposed at the center, and the VV is set according to the traveling direction of the vehicle.
The VF inverter 4b and the CVCF inverter 9 are configured to switch between the VVVF inverter operation and the CVCF inverter operation.

In the railway vehicle power converter of the tenth embodiment having the above structure, the heat loss generated when operating as a VVVF inverter is larger than the heat loss generated when operating as a CVCF inverter. Figure 13
As shown in (a), the semiconductor unit 15b on the front side in the vehicle traveling direction is operated as a VVVF inverter, and the semiconductor unit 15c on the rear side in the vehicle traveling direction is operated as a CVCF inverter. If the traveling direction is reversed, as shown in FIG.
Both VVVF inverters of the semiconductor unit 15c, C
The operation of the VCF inverter is switched, and the semiconductor unit 1 is switched.
5b switches to CVCF inverter operation, and the semiconductor unit 15c switches to VVVF inverter operation.

As a result, VVV in which the generated heat loss is relatively large in the semiconductor unit which is always on the front side in the vehicle traveling direction.
The semiconductor unit on the rear side in the vehicle traveling direction by performing the F inverter operation can perform the CVCF inverter operation with relatively small generated heat loss.

When a plurality of semiconductor units are housed on the vehicle body side of the power converter box 13, the traveling wind generated by the traveling of the vehicle is larger on the front side in the traveling direction of the vehicle, and is larger in the same cooling portion. Although heat loss can be cooled, according to the present embodiment, the vehicle traveling wind can be more effectively utilized,
The semiconductor unit can be reduced in size and weight, and a more reliable and highly reliable railway vehicle system in which the temperature of the semiconductor element is suppressed can be realized.

It should be noted that, depending on the running situation,
Or, due to other factors, CVCF
The heat loss generated when operating as an inverter is VV
When the heat loss is larger than the heat loss generated when operating as a VF inverter, the operation of the semiconductor units 15b and 15c is switched so that the semiconductor unit on the front side in the vehicle traveling direction operates as a CVCF inverter, contrary to FIG. Can be.

[0110]

As described above, according to the first aspect of the present invention,
One CVCF inverter semiconductor unit and two or more VVVF inverter semiconductor units are housed in the device box on one side of the device box on the vehicle body side so that their cooling units are on the vehicle body side. Further, the cooling unit is configured to protrude toward the vehicle body side from the device box body. However, since the semiconductor units are provided adjacent to each other and not close to each other, the protruding portions of the cooling unit and the semiconductor unit are provided. As a result, unevenness is formed on the side of the vehicle body, so that the vehicle traveling wind can be easily taken into the cooling section, effective cooling can be achieved, and the size and weight can be reduced accordingly.

According to the second aspect of the present invention, the adjacent semiconductor units are all arranged at intervals from each other, and a control unit for outputting a control signal to the semiconductor unit is provided between the two semiconductor units. By storing and connecting the output of the control unit to the semiconductor unit arranged next to
Adjacent semiconductor units do not come close to each other, and a space is provided before and after each vehicle traveling direction, so that the vehicle traveling wind is easily taken in as cooling air for all semiconductor units,
Effective cooling can be achieved, and the size and weight can be reduced accordingly.

Further, since the semiconductor unit and the gate control logic unit are arranged close to each other, noise is less likely to occur on the gate control signal connected to the semiconductor unit to cause a malfunction, thereby improving the noise resistance.

According to the third aspect of the present invention, three semiconductor units, one CVCF inverter semiconductor unit and two VVVF inverter semiconductor units, are provided on one side of the device box on the vehicle body side. The center of them is CVCF
Since the semiconductor unit for the inverter and the semiconductor unit for the VVVF inverter on both sides are arranged, the effective traveling wind hits the semiconductor unit for the VVVF inverter that generates heat only when the vehicle is running, and the cooling capacity is increased to increase the control capacity. It is possible to have.

According to a fourth aspect of the present invention, in the first to third aspects of the present invention, the protrusion of the semiconductor unit for the CVCF inverter from the device box is made larger than the protrusion of the semiconductor unit for the VVVF inverter from the device box. As a result, the traveling wind can be effectively applied to the semiconductor unit for the VVVF inverter, and a larger control capacity can be provided by increasing the cooling performance.

According to a fifth aspect of the present invention, in the first to third aspects of the present invention, the semiconductor unit for the CVCF inverter and the semiconductor unit for the VVVF inverter are the same, and the position of attachment to the device box in the direction of the sleeper. Are different,
Since the semiconductor unit for the CVCF inverter is mounted on the back side of the sleeper of the device box so that the protrusion from the device box is smaller than the semiconductor unit for the VVVF inverter, the semiconductor unit for the VVVF inverter and the semiconductor unit for the CVCF inverter are used. Even though the same semiconductor unit is used, the traveling wind can be effectively applied to the VVVF inverter semiconductor unit, and a larger control capacity can be provided by increasing the cooling performance.

According to the sixth aspect of the present invention, of the two types of semiconductor units, the semiconductor unit for the VVVF inverter is provided on one side of the device box on the vehicle body side, and the cooling unit is provided on the vehicle body side. The CVCF inverter semiconductor unit is arranged such that the cooling unit protrudes toward the vehicle body side from the device box, and the cooling unit is arranged such that the cooling unit is located on the vehicle body center side. Since it was installed in the device box in the opposite direction,
The cooling unit of the semiconductor unit for the CVCF inverter does not protrude to the side of the vehicle body of the device, and only the cooling unit of the semiconductor unit for the VVVF inverter protrudes to the side of the device body. , The cooling performance can be enhanced, and a larger control capacity can be provided.

According to the seventh aspect of the present invention, the temperature of the cooling section of the semiconductor unit for a CVCF inverter is detected, and when the temperature rises above a predetermined set temperature, the carrier frequency of the CVCF inverter is switched. If the rise becomes large and the margin with respect to the allowable temperature is reduced, the loss generated by reducing the carrier frequency can be reduced to the allowable temperature or less, and the semiconductor unit can be reduced in size and weight. A more reliable railway vehicle system with higher reliability, in which the temperature rise of the elements is suppressed, can be realized.

According to the invention of claim 8, when the VVVF inverter is operating, that is, when the vehicle is running, the loss caused by switching the carrier frequency of the CVCF inverter to the smaller one can be reduced, and the temperature can be suppressed below the allowable temperature. The semiconductor unit can be reduced in size and weight, and a more reliable and highly reliable railway vehicle system in which the temperature of the semiconductor element is suppressed can be realized. Although the noise is increased by reducing the frequency, the switching is performed only when the vehicle is running, so that the noise is drowned out by the running sound of the vehicle, and the noise of the CVCF inverter does not cause discomfort to the passenger.

According to the ninth aspect of the present invention, since the VVVF inverter and the CVCF inverter are switched between each other, before the temperature detecting means provided in the cooling unit of the semiconductor unit for the CVCF inverter detects an abnormal temperature, That is, by switching to a VVVF inverter at a temperature lower than the allowable temperature, it is possible to prevent a failure due to a rise in the temperature of the semiconductor element beforehand, and it is possible to reduce the size and weight of the semiconductor unit and to suppress the rise in the temperature of the semiconductor element. A highly reliable railway vehicle system with redundancy can be realized.

According to the tenth aspect of the present invention, an auxiliary blower is individually provided for each semiconductor unit, and when a large temperature rise in the cooling section is detected by the temperature detecting means provided for each semiconductor unit, the auxiliary blower is operated to release the heat radiation performance. , It is possible to prevent a failure due to a rise in the temperature of the semiconductor element. In addition, since the auxiliary blower operates with the minimum required, the life of the parts is prolonged, and the frequency of maintenance work such as replacement of parts does not increase.

According to the eleventh aspect of the present invention, the auxiliary blower is provided in the semiconductor unit of the CVCF inverter, and when the electric air compressor is operated, the auxiliary air blower is also operated. The noise generated at the same time as the operation noise does not cause discomfort to the passengers, and the cooling performance of the semiconductor unit improves even when the load increases due to the operation of the electric air compressor which is the load of the CVCF inverter. The temperature rise of the semiconductor element can be suppressed effectively.

According to the twelfth aspect of the invention, three semiconductor units are arranged on the side of the vehicle body of the device, and the semiconductor unit 1
The loss per unit is lower than the loss of the VVVF inverter.
When the loss is larger than the CF inverter loss, the VVVF inverter and the CVCF inverter are switched according to the traveling direction of the vehicle such that the CVCF inverter comes to the rear end of the traveling direction of the vehicle. Effectively, the cooling effect is high, and the heat loss generated by the VVVF inverter can be effectively suppressed.

When the CVCF inverter has a larger loss, the VVVF inverter and the CVCF inverter are switched so that the CVCF inverter is located at the forefront in the vehicle traveling direction, so that the vehicle running wind contributes to the cooling of the CVCF inverter. Accordingly, the vehicle traveling wind can be effectively used for cooling the semiconductor units of the VVVF inverter and the CVCF inverter, and efficient cooling can be achieved as a whole.

According to the thirteenth aspect of the present invention, the cooling fins of the semiconductor unit are arranged horizontally in the VVVF inverter, so that the vehicle running wind can easily flow between the fins, thereby increasing the cooling efficiency.
On the other hand, in the CVCF inverter, the cooling fins are arranged vertically so that the fins are suitable for natural cooling wind when the vehicle is stopped. Effective for both cooling.

[Brief description of the drawings]

FIG. 1 is a perspective view and a front view showing a structure according to a first embodiment of the present invention.

2A and 2B are a plan view and a side view illustrating a structure of the embodiment.

FIG. 3 is a plan view and a side view illustrating a structure according to a second embodiment of the present invention.

FIG. 4 is a plan view and a side view showing a structure according to a third embodiment of the present invention.

FIG. 5 is a plan view and a side view showing a structure according to a fourth embodiment of the present invention.

FIG. 6 is a perspective view of a fifth embodiment of the present invention.

FIG. 7 is a circuit diagram according to a sixth embodiment of the present invention.

FIG. 8 is a plan view and a side view showing the structure of the above embodiment.

FIG. 9 is a circuit diagram according to a seventh embodiment of the present invention.

FIG. 10 is a plan view, a side view, and a front view showing a structure according to an eighth embodiment of the present invention.

FIG. 11 is a circuit diagram according to a ninth embodiment of the present invention.

FIG. 12 is a plan view and a side view showing the structure of the above embodiment.

FIG. 13 is a plan view showing the operation of the tenth embodiment of the present invention.

FIG. 14 is a circuit diagram of a conventional example.

FIG. 15 is a perspective view and a front view showing a structure of a conventional example.

FIG. 16 is a plan view and a side view showing a structure of a conventional example.

[Explanation of symbols]

 4a VVVF inverter 4b VVVF inverter 6 Main motor 7, 7 'Control unit 7a, 7a' Common unit 7b, 7b 'VVVF control unit 7c, 7c' CVCF control unit 8, 8 'Switching unit 9 CVCF inverter 10 Waveform filter circuit 11 Transformer Apparatus 12 Auxiliary circuit 13 Device box 14 Body 15a, 15b, 15c, 15d Semiconductor unit 16, 16a Protective cover 17, 17a, 17b Radiator 18, 18a Semiconductor element and its peripheral circuit parts 19a, 19b, 19c Control unit 20a, Reference Signs List 20b Sealing part 21a, 21b Spacing part 23 Radiation fin 24 CVCF control unit 25 Frequency switching unit 26 Temperature relay 27 Auxiliary blower 81-86 Switch

Claims (13)

[Claims] 1. One semiconductor unit used as a constant-voltage / constant-frequency power converter for supplying AC power for a railway vehicle power supply, and as a variable-voltage / variable-frequency power converter for supplying AC power for driving a railway vehicle Both of the two or more semiconductor units to be used are housed in one device box, and when the semiconductor unit for constant-voltage / constant-frequency power conversion fails, one of the semiconductor units for variable-voltage / variable-frequency power conversion is used. A power conversion device for a railway vehicle installed under the floor of a railway vehicle, having a function of switching the unit to the operation of a constant-voltage / constant-frequency power converter, wherein the semiconductor unit is configured to naturally cool heat generated by the semiconductor element to outside air. It has a cooling part for dissipating heat and a sealed part in which semiconductor elements and other electric parts are stored. The cooling part is housed in the device box so that the cooling unit is located on the side of the vehicle body. On one side, at least three or more semiconductor units including one constant-voltage / constant-frequency power conversion semiconductor unit have their cooling units located on the vehicle body side and from the device box body on the vehicle body side. At least one site where the semiconductor units are adjacent to each other and are not arranged in close proximity, and a gate control logic unit that outputs a gate control signal to the semiconductor unit is housed in the site. Power converter for railway vehicles. 2. One semiconductor unit used as a constant-voltage / constant-frequency power converter for supplying AC power for a railway vehicle power supply, and a variable-voltage variable-frequency power converter for supplying AC power for driving a railway vehicle. Both of the two or more semiconductor units to be used are housed in one device box, and when the semiconductor unit for constant-voltage / constant-frequency power conversion fails, one of the semiconductor units for variable-voltage / variable-frequency power conversion is used. A power conversion device for a railway vehicle installed under the floor of a railway vehicle, having a function of switching the unit to the operation of a constant-voltage / constant-frequency power converter, wherein the semiconductor unit is configured to naturally cool heat generated by the semiconductor element to outside air. It has a cooling part for dissipating heat and a sealed part in which semiconductor elements and other electric parts are stored. The cooling part is housed in the device box so that the cooling unit is located on the side of the vehicle body. On one side, at least three or more semiconductor units including one constant-voltage / constant-frequency power conversion semiconductor unit have their cooling units located on the vehicle body side and from the device box body on the vehicle body side. A gate control logic unit that outputs a gate control signal to the semiconductor unit between the two semiconductor units without being arranged adjacent to each other and arranged so as to be spaced apart from each other; Wherein the output of the gate control logic unit is connected to a semiconductor unit disposed adjacent to and adjacent to the semiconductor device. 3. A single semiconductor unit used as a constant-voltage / constant-frequency power converter for supplying AC power for a railway vehicle power supply, and a variable-voltage / variable-frequency power converter for supplying AC power for driving a railway vehicle. Both of the two semiconductor units used are housed in one device box, and when the semiconductor unit for constant-voltage / constant-frequency power conversion fails, one of the semiconductor units for variable-voltage / variable-frequency power conversion is used. A power conversion device for a railway vehicle installed under the floor of a railway vehicle, having a function of switching the operation to a constant-voltage / constant-frequency power converter, wherein the semiconductor unit heats the semiconductor element by natural cooling to outside air by natural cooling. It has a cooling part to dissipate and a sealed part in which a semiconductor element and other electric parts are stored. The cooling part is housed in a device box so that the cooling unit is on the vehicle body side, and the device box is on the vehicle body side. On one side, at least three semiconductor units including one constant-voltage / constant-frequency power conversion semiconductor unit are configured so that their cooling parts protrude to the vehicle body side and to the vehicle body side from the device box. A power conversion device for railway vehicles, wherein a semiconductor unit for constant-voltage / constant-frequency power conversion is arranged in the center, and a semiconductor unit for variable-voltage / variable-frequency power conversion is arranged on both sides. 4. The power converter for a railway vehicle according to claim 1, wherein a size of the semiconductor unit for constant voltage / constant frequency power conversion protruding from a device box is:
A power conversion device for a railway vehicle, wherein the variable voltage variable frequency power conversion semiconductor unit has a size smaller than a protrusion of the semiconductor unit from the device box. 5. The railway vehicle power converter according to claim 1, wherein the constant-voltage / constant-frequency power conversion semiconductor unit and the VVVF inverter semiconductor unit are the same, and the device box is provided. The mounting position in the sleeper direction is different, so that the constant voltage constant frequency power conversion semiconductor unit has a smaller protrusion size from the device box than the variable voltage variable frequency power conversion semiconductor unit,
A power converter for a railway vehicle, wherein the power converter is attached to a back side of the device box in a sleeper direction. 6. One semiconductor unit used as a constant-voltage / constant-frequency power converter for supplying AC power for railcar power supply, and a variable-voltage / variable-frequency power converter for supplying AC power for driving railcars Both of the two or more semiconductor units to be used are housed in one device box, and when the semiconductor unit for constant-voltage / constant-frequency power conversion fails, one of the semiconductor units for variable-voltage / variable-frequency power conversion is used. A power conversion device for a railway vehicle installed under the floor of a railway vehicle, having a function of switching the unit to the operation of a constant-voltage / constant-frequency power converter, wherein the semiconductor unit is configured to naturally cool heat generated by the semiconductor element to outside air. The variable voltage variable frequency power conversion semiconductor unit comprises a cooling unit for dissipating heat and a sealed portion for housing a semiconductor element and other electric components. On one side, the cooling unit is located on the vehicle body side, and the cooling unit is installed so as to protrude toward the vehicle side from the device box, and the constant voltage / constant frequency power conversion semiconductor unit has the cooling unit. A power conversion device for a railway vehicle, wherein the power conversion device is incorporated in the device box in a direction opposite to the semiconductor unit for variable voltage / variable frequency power conversion so as to be on a vehicle body center side. 7. One semiconductor unit used as a constant-voltage / constant-frequency power converter for supplying AC power for railcar power supply, and as a variable-voltage / variable-frequency power converter for supplying AC power for railcar drive. Both of the two or more semiconductor units to be used are housed in one device box, and when the semiconductor unit for constant-voltage / constant-frequency power conversion fails, one of the semiconductor units for variable-voltage / variable-frequency power conversion is used. A power conversion device for a railway vehicle installed under the floor of a railway vehicle, having a function of switching the unit to the operation of a constant-voltage / constant-frequency power converter, wherein the semiconductor unit is configured to naturally cool heat generated by the semiconductor element to outside air. It is composed of a cooling part that dissipates heat and a sealed part that stores semiconductor elements and other electrical components. The cooling part is housed in the device box so that the cooling unit is on the side of the vehicle body. On one side, at least three or more semiconductor units including one constant-voltage / constant-frequency power conversion semiconductor unit have their cooling units located on the side of the vehicle body, and the cooling units are located on the side of the device box. The constant-voltage / constant-frequency power conversion semiconductor unit is installed so as to protrude to the side of the vehicle body, and has a temperature detecting means for detecting a temperature of a cooling part thereof, and when the temperature detecting means detects a predetermined set temperature, A power conversion device for railway vehicles, wherein the carrier frequency of the constant voltage / constant frequency power conversion semiconductor unit is switched to a small value. 8. One semiconductor unit used as a constant-voltage / constant-frequency power converter for supplying AC power for railcar power supply, and as a variable-voltage / variable-frequency power converter for supplying AC power for driving railcars Both of the two or more semiconductor units to be used are housed in one device box, and when the semiconductor unit for constant-voltage / constant-frequency power conversion fails, one of the semiconductor units for variable-voltage / variable-frequency power conversion is used. A power conversion device for a railway vehicle installed under the floor of a railway vehicle, having a function of switching the unit to the operation of a constant-voltage / constant-frequency power converter, wherein the semiconductor unit is configured to naturally cool heat generated by the semiconductor element to outside air. It is composed of a cooling part that dissipates heat and a sealed part that stores semiconductor elements and other electrical components. The cooling part is housed in the device box so that the cooling unit is on the side of the vehicle body. On one side, at least three or more semiconductor units including one constant-voltage / constant-frequency power conversion semiconductor unit have their cooling units located on the side of the vehicle body, and the cooling units are located on the side of the device box. A power conversion device for a railway vehicle, which is installed so as to protrude toward a side of a vehicle body, and switches a carrier frequency of the constant voltage / constant frequency power conversion semiconductor unit to a small value when the railway vehicle travels. 9. One semiconductor unit used as a constant-voltage / constant-frequency power converter for supplying AC power for railcar power, and a variable-voltage / variable-frequency power converter for supplying AC power for driving a railcar Both of the two or more semiconductor units used are housed in one device box, and one of the semiconductor units for variable voltage variable frequency power conversion is switched to the operation of the constant voltage constant frequency power converter, and at the same time,
A railway vehicle power conversion device installed under the floor of a railway vehicle, wherein the semiconductor unit for constant voltage / constant frequency power conversion has a function of switching to operation of a variable voltage / variable frequency power converter, wherein the semiconductor unit is a semiconductor A cooling unit for dissipating heat of the element to the outside air by natural cooling and a sealed part for housing semiconductor elements and other electric parts, the cooling unit being housed in a device box so that the cooling unit is on the side of the vehicle body; At least one or more semiconductor units including one constant-voltage / constant-frequency power conversion semiconductor unit are provided on one side of the box on the vehicle body side so that the cooling unit is on the vehicle body side, and A cooling unit protruding toward the vehicle body side from the device box, and one of the variable voltage variable frequency power conversion semiconductor units having the switching function is located at an end of the device box; The voltage-constant-frequency power conversion semiconductor unit has temperature detecting means for detecting the temperature of the cooling unit, and when the temperature detecting means detects a predetermined set temperature, the constant-voltage / constant-frequency power conversion semiconductor unit is used. An electric power converter for a railway vehicle, wherein the operation is switched mutually with one of the semiconductor units for variable voltage variable frequency power conversion. 10. A single semiconductor unit used as a constant-voltage / constant-frequency power converter for supplying AC power for a railway vehicle power supply, and a variable-voltage / variable-frequency power converter for supplying AC power for driving a railway vehicle. What is claimed is: 1. A power converter for a railway vehicle, which is installed under the floor of a railway vehicle in which both of two or more semiconductor units to be used are housed in one device box body, wherein the semiconductor unit naturally generates heat of the semiconductor element in the open air. It is composed of a cooling part that dissipates heat by cooling and a sealed part that houses semiconductor elements and other electrical components. The cooling part is housed in the device box so that the cooling unit is on the vehicle body side, and the device box is on the vehicle body side. On one side, at least three or more semiconductor units including one constant-voltage / constant-frequency power conversion semiconductor unit have their cooling portions on the side of the vehicle body, and the cooling portions are provided in the device box. The cooling units that protrude to the side of the vehicle body and dissipate heat each have an auxiliary blower that forcibly blows the cooling unit individually, and the semiconductor unit detects a temperature of the cooling unit. Means for operating the auxiliary blower when the temperature detecting means detects a predetermined set temperature. 11. A single semiconductor unit used as a constant-voltage / constant-frequency power converter for supplying AC power for a railway vehicle power supply, and a variable-voltage variable-frequency power converter for supplying AC power for driving a railway vehicle. What is claimed is: 1. A power converter for a railway vehicle, which is installed under the floor of a railway vehicle in which both of two or more semiconductor units to be used are housed in one device box body, wherein the semiconductor unit naturally generates heat of the semiconductor element in the open air. It is composed of a cooling part that dissipates heat by cooling and a sealed part that houses semiconductor elements and other electrical components. The cooling part is housed in the device box so that the cooling unit is on the vehicle body side, and the device box is on the vehicle body side. On one side, at least three or more semiconductor units including one constant-voltage / constant-frequency power conversion semiconductor unit have their cooling portions on the side of the vehicle body, and the cooling portions are provided in the device box. The cooling unit, which is installed so as to protrude to the side of the vehicle body and dissipates heat of the constant voltage / constant frequency power conversion semiconductor unit, has an auxiliary blower for forcibly blowing air to the cooling unit, and includes a constant voltage / constant frequency power conversion. A power converter for a railway vehicle, wherein the auxiliary blower is operated when an electric air compressor, which is a load of a semiconductor unit for operation, is operated. 12. A single semiconductor unit used as a constant-voltage / constant-frequency power converter for supplying AC power for a railway vehicle power supply, and a variable-voltage variable-frequency power converter for supplying AC power for driving a railway vehicle. Both of the two or more semiconductor units used are housed in one device box, and one of the semiconductor units for variable voltage variable frequency power conversion is switched to the operation of the constant voltage constant frequency power converter, and at the same time, A railway vehicle power conversion device installed under the floor of a railway vehicle, wherein the semiconductor unit for constant voltage / constant frequency power conversion has a function of switching to operation of a variable voltage / variable frequency power converter, wherein the semiconductor unit is a semiconductor It consists of a cooling part that dissipates heat generated by the element to the outside air by natural cooling, and a sealed part that houses semiconductor elements and other electrical components. At least three or more semiconductor units including one constant-voltage / constant-frequency power conversion semiconductor unit are housed in the device box so that at least one semiconductor unit for constant-voltage / constant-frequency power conversion is provided on the vehicle body side of the device box. One of the variable voltage variable frequency power conversion semiconductor units having the switching function is provided in the device box so that the cooling unit protrudes toward the vehicle body side from the device box. Located at the end of
The above-mentioned semiconductor unit for constant-voltage / constant-frequency power conversion is located at the end of the other device box, and functions are switched between the two semiconductor units depending on the traveling direction of the railway vehicle. Power converter. 13. A single semiconductor unit used as a constant-voltage / constant-frequency power converter for supplying AC power for railcar power supply, and a variable-voltage / variable-frequency power converter for supplying AC power for driving railcars. What is claimed is: 1. A power converter for a railway vehicle, which is installed under the floor of a railway vehicle in which both of two or more semiconductor units to be used are housed in one device box body, wherein the semiconductor unit naturally generates heat of the semiconductor element in the open air. It is composed of a cooling part that dissipates heat by cooling and a sealed part in which semiconductor elements and other electrical components are stored. The cooling part is stored in the device box so that the cooling unit is on the vehicle body side, and the device box is on the vehicle body side On one side, at least three or more semiconductor units including one constant-voltage / constant-frequency power conversion semiconductor unit have their cooling portions on the side of the vehicle body, and the cooling portions are provided in the device box. The cooling unit of the semiconductor unit has a large number of flat plate fins, which are installed at predetermined intervals perpendicular to the semiconductor mounting surface, and has a variable voltage variable frequency. The power supply for railway vehicles is characterized in that the power conversion semiconductor unit has its plate fins oriented horizontally and the constant voltage / constant frequency power conversion semiconductor unit has its plate fins oriented vertically so that the mounting direction is changed. Conversion device.