JP4382571B2 - Railway vehicle drive control device - Google Patents

Description

  The present invention relates to a railway vehicle drive control device.

  FIG. 32 is a circuit diagram showing a configuration of a conventional first railcar drive control device (see Patent Document 1 below). In the figure, a current collector 2 is attached to a railway vehicle so as to be able to contact and separate from an overhead line 1 serving as a DC power source. A power source side of the DC circuit breaker 3 is connected to the current collector 2, and one end of a filter reactor 16 is connected to the load side via the DC circuit switch 4. A filter capacitor 17 is connected between the other end of the filter reactor 16 and the wheel 7 in contact with the rail 8 as a grounding point. Both ends of the filter capacitor 17 are connected to a DC voltage input terminal, and the power converter 12 is connected and a DC voltage detector 18 is connected. The power conversion device 12 is configured such that six switching elements 13U to 13Z each having a diode connected in antiparallel are connected in a three-phase bridge. This power conversion device 12 is generally called an inverter and has three-phase AC voltage output terminals. These AC voltage output terminals are connected to a permanent magnet motor 11 that drives a railway vehicle via a three-pole switch 14. Is connected. In this case, an output current detector 19 for detecting the output current of the power converter 12 is provided.

  The above-described DC circuit breaker 3, DC circuit switch 4, and three-pole switch 14 are controlled to be opened and closed by a drive operation coil 53a, a drive operation coil 53b, and a drive operation coil 53d, respectively. Among these, the drive operation coil 53a is connected between the control circuit power supply 51 and the control circuit power supply ground 52 through the contact of the relay 54a. Similarly, the drive operation coil 53b is connected between the control circuit power supply 51 and the control circuit power supply ground 52 via the contact of the relay 54b, and the drive operation coil 53d is connected via the contact of the relay 54d. The control circuit power supply 51 and the control circuit power supply ground 52 are connected. Hereinafter, in order to simplify the description, the contact of the relay 54a, the contact of the relay 54b, and the contact of the relay 54d are abbreviated as the relay 54a, the relay 54b, and the relay 54d, respectively. And the control part 101 for controlling ON / OFF of these relay 54a, the relay 54b, and the relay 54d is provided.

  Next, the operation of the conventional first railway vehicle drive control device will be described. The control unit 101 turns on the relay 54a, the relay 54b, and the relay 54d. As a result, an exciting current is supplied to the drive operation coil 53a, the drive operation coil 53b, and the drive operation coil 53d, and the DC circuit breaker 3, the DC circuit switch 4, and the 3-pole switch 14 are turned on, respectively. Therefore, the DC power collected from the overhead line 1 by the current collector 2 is supplied to the series circuit of the filter reactor 16 and the filter capacitor 17, and the DC voltage generated at both ends of the filter capacitor 17 is supplied to the power converter 12. Is done. In the power conversion device 12, the six switching elements 13 </ b> U to 13 </ b> Z are turned on and off in a predetermined order by the control unit 101, whereby the DC voltage is a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency (VVVF). Is converted to

  FIG. 33 is a circuit diagram showing a configuration of a main circuit of a second conventional railway vehicle drive control device to which the technology described in the above-mentioned patent document is applied. The conventional first railcar drive control device shown in FIG. 32 is provided with a filter reactor 16, a filter capacitor 17, a DC voltage detector 18, a power converter 12, and a three-pole switch for driving the permanent magnet motor 11. 14 and the output current detector 19, the apparatus shown in FIG. 33 is used to drive another permanent magnet motor 21, so that the filter reactor 26, filter capacitor 27, A DC voltage detector 28, a power converter 22, a three-pole switch 24, and an output current detector 29 are provided. Here, to facilitate understanding, the filter reactor 16 to the output current detector 19 are described as the first group of components, and the filter reactor 26 to the output current detector 29 are described as the second group of components. To do.

  In the figure, a current collector 2 is attached to a railway vehicle so as to be able to contact and separate from an overhead line 1 serving as a DC power source. The current collector 2 is connected to the power source side of the DC circuit breaker 3, and the load side is connected to the first group permanent through a DC circuit switch 4 and a parallel circuit of the DC circuit switch 5 and the resistor 6. A first group of components for driving the magnet motor 11 and a second group of components for driving the second group permanent magnet motor 21 are connected.

  Among these, the first group component is connected to one end of the first group filter reactor 16 via the first group open switch 10 on the load side of the parallel connection circuit of the DC circuit switch 5 and the resistor 6. Has been. A first group filter capacitor 17 is connected between the other end of the first group filter reactor 16 and the wheel 7 in contact with the rail 8. Both ends of the first group filter capacitor 17 are connected to a DC voltage input terminal, to which the first group power converter 12 is connected and a first group DC voltage detector 18 is connected. The first group power converter 12 includes six switching elements 13U to 13Z, each having a diode connected in antiparallel, and a three-phase bridge connection. The first group power converter 12 has three-phase AC voltage output terminals, and the first group permanent magnet motor 11 is connected to these AC voltage output terminals via a first group three-pole switch 14. Has been. In this case, a first group output current detector 19 for detecting the output current of the first group power converter 12 is provided.

  Similarly, in the second group, one end of the second group filter reactor 26 is connected to the load side of the parallel connection circuit of the DC circuit switch 5 and the resistor 6 via the second group open switch 20. Has been. A second group filter capacitor 27 is connected between the other end of the second group filter reactor 26 and the wheel 7 in contact with the rail 8. With the both ends of the second group filter capacitor 27 as DC voltage input terminals, a second group power converter 22 is connected and a second group DC voltage detector 28 is connected. The second group power converter 22 includes six switching elements 23U to 23Z each having a diode connected in anti-parallel, and three-phase bridge connection. The second group power converter 22 has three-phase AC voltage output terminals, and the second group permanent magnet motor 21 is connected to these AC voltage output terminals via a second group three-pole switch 24. Has been. In this case, a second group output current detector 29 for detecting the output current of the second group power converter 22 is provided.

  FIG. 34 is a circuit diagram showing a configuration of a control circuit for turning on and off a switch and a circuit breaker of the conventional second railcar drive control device shown in FIG. In the figure, between the control circuit power supply 51 and the control circuit power supply ground 52, a series connection circuit of the drive operation coil 53a of the DC circuit breaker 3 and the contact of the relay 54a, the drive operation coil 53b of the DC circuit switch 4 is provided. And a contact circuit 54b of the DC circuit switch 5, a series connection circuit of the drive operation coil 53c of the DC circuit switch 5 and the contact of the relay 54c, a contact circuit of the drive operation coil 53d of the first group three-pole switch 14 and the relay 54d A series connection circuit between the driving operation coil 53f of the second group three-pole switch 24 and the contact of the relay 54f, a series connection of the driving operation coil 53h of the first group open switch 10 and the contact of the relay 54h. A connection circuit and a series connection circuit of the driving operation coil 53i of the second group opening switch 20 and the contact of the relay 54i are connected in parallel. And the control part 102 for controlling ON / OFF of the relays 54a-54i is provided.

  Hereinafter, for simplicity of explanation, the contact of the relay 54a, the contact of the relay 54b, the contact of the relay 54c, the contact of the relay 54d, the contact of the relay 54f, the contact of the relay 54h, and the contact of the relay 54i are respectively connected to the relay 54a and the relay 54b. , Relay 54c, relay 54d, relay 54f, relay 54h, and relay 54i. The DC circuit switch 4 provided on a common path for supplying DC power to the first group of components and the second group of components is referred to as a first DC circuit switch 4 and is referred to as a DC circuit switch 5. Is referred to as a second DC circuit switch 5.

  Next, the operation of the conventional second railway vehicle drive control device will be described. When the control unit 102 outputs a closing command signal to the DC circuit breaker 3, the relay 54a is turned on, the drive operation coil 53a is excited, the DC circuit breaker 3 is turned on, and the first DC circuit switch 4 is turned on. When the turn-on command signal is output, the relay 54b is turned on, the drive operation coil 53b is excited to turn on the first DC circuit switch 4, and when the turn-on command is output to the second DC circuit switch 5, the relay 54c. Is turned on, the drive operation coil 53c is excited, and the second DC circuit switch 5 is turned on.

  Further, when the control unit 102 outputs a closing command to the first group three-pole switch 14, the relay 54d is turned on, the driving operation coil 53d is excited, the first group three-pole switch 14 is turned on, When a closing command is output to the second group three-pole switch 24, the relay 54f is turned on, the drive operation coil 53f is excited, and the second group three-pole switch 24 is turned on.

  Further, when the control unit 102 outputs a closing command for the first group opening switch 10, the relay 54h is turned on, the driving operation coil 53h is excited, the first group opening switch 10 is turned on, and the second group When a closing command for the opening switch 20 is output, the relay 54 i is turned on, the driving operation coil 53 i is excited, and the second group opening switch 20 is switched on.

  When starting up the first group power converter 12 and the second group power converter 22, the first DC circuit switch 4, the first group open switch 10 and the second group open switch 20 are turned on substantially simultaneously, The second DC circuit switch 5 is turned on with a delay. Until the second DC circuit switch 5 is turned on, the first group filter capacitor 17 and the second group filter capacitor 27 are charged via the resistor 6. The second DC circuit switch 5 is turned on to short-circuit the resistor 6 after the charging of the first group filter capacitor 17 and the second group filter capacitor 27 is completed. The first DC circuit switch 4 and the second DC circuit switch 5 are opened when the power converters 12 and 22 are stopped due to a long stoppage or the like.

  When a DC voltage is generated at both ends of the first group filter capacitor 17 by charging, in the first group power converter 12, the six switching elements 13U to 13Z are turned on and off in a predetermined order by the control unit 102. Thus, the DC voltage is converted into a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency and output. This three-phase AC voltage is supplied to the first group permanent magnet motor 11. At this time, line voltages Vuv, Vvw, Vwu are applied to the terminals of the first group permanent magnet motor 11, and U-phase current Iu, V-phase currents Iv, W are applied to the U, V, W phase windings. Three-phase AC power of phase current Iw is supplied.

  Similarly, when a DC voltage is generated at both ends by charging the second group filter capacitor 27, the second group power converter 22 turns on the six switching elements 23U to 23Z in a predetermined order by the control unit 102. Then, the DC voltage is converted into a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency and output. This three-phase AC voltage is supplied to the second group permanent magnet motor 21. At this time, the line voltages Vuv, Vvw, Vwu are applied to the terminals of the first group permanent magnet motor 11, and the U-phase current Iu, the V-phase currents Iv, W are applied to the U, V, W phase windings. Three-phase AC power of phase current Iw is supplied.

  Here, the DC circuit breaker 3 is functionally a kind of switch, but is turned on when the control circuit power supply of the railway vehicle drive control device is turned on, and the overhead line 1 and the first group power conversion device 12 are turned on. And the second group power converter 22, and when the control unit 102 detects a failure of the first group power converter 12 or the second group power converter 22, the power is released from the overhead line 1. Cut off the current flowing into the converter.

  The first group open switch 10 is turned on when the control circuit power supply of the railway vehicle drive control device is turned on when the first group power conversion device 12 has not failed, and the overhead line 1 and the first group power conversion are turned on. The device 12 is connected. Moreover, when the control part 102 detects the failure of the 1st group power converter device 12, it open | releases and the 1st group power converter device 12 is cut off from the overhead wire 1. FIG. The second group open switch 20 is turned on when the control circuit power of the railway vehicle drive control device is turned on when the second group power conversion device 22 has not failed, and the overhead line 1 and the second group power conversion are turned on. The device 22 is connected. Moreover, when the control part 102 detects the failure of the 2nd group power converter 22, it open | releases and the 2nd group power converter is disconnected from the overhead wire 2. FIG.

  The filter reactors 16 and 26 and the filter capacitors 17 and 27 act so as to stabilize the DC voltage input to the power converters 12 and 22 of the respective control groups. The first group three-pole switch 14 is provided in a three-phase AC circuit between the first group power converter 12 and the first group permanent magnet motor 11, and the first group power converter 12 and the first group. This is for turning on and off the three-phase AC circuit with the permanent magnet motor 11. Similarly, the second group three-pole switch 24 is provided in a three-phase AC circuit between the second group power converter 22 and the second group permanent magnet motor 21, and the second group power converter 22 This is for turning on and off the three-phase AC circuit between the second group permanent magnet motor 21.

  By the way, in the case of a railway vehicle, even if the railway vehicle drive control device breaks down, staying at the place where the failure has occurred will hinder the operation of other trains, or until the nearest station, or There is a special technical requirement as a railway vehicle that it must be possible to route a failed train to the garage for repair.

  In the railway vehicle drive control device of this system, a permanent magnet motor is adopted as an electric motor for driving the railway vehicle. The permanent magnet motor has the advantage that the efficiency of the motor is improved as compared with an induction motor conventionally used as a driving motor for a railway vehicle. On the other hand, if the permanent magnet motor rotates, the permanent magnet motor An induced voltage is generated at the terminal of the permanent magnet motor by the magnetic flux.

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

  For this reason, for example, an abnormality in the output current of the power converter is detected by the output current detector, or an abnormality in the DC voltage generated in the filter capacitor is detected by the DC voltage detector. When the protection function detects this, the three-pole switches 14 and 24 are provided to open the circuit between the permanent magnet motor and the power converter.

  The three-pole AC switches 14 and 24 of the three-phase AC circuit between the power converter and the permanent magnet motor are conventionally used when a permanent magnet motor is applied instead of the conventional induction motor as a motor for driving a railway vehicle. It is a component that must be added to the railway vehicle drive control device for the induction motor.

In other words, in a system in which a permanent magnet motor is applied to the drive motor of a railway vehicle, when the power conversion device breaks down, the connection between the overhead wire and the power conversion device is performed in order to disconnect the failed power conversion device from the power supply overhead wire And the circuit (three-phase AC side circuit) between the failed power converter and the permanent magnet motor must be opened.
Japanese Patent Laid-Open No. 2000-308388, FIG.

  However, in the conventional first and second railcar drive control devices, the three-pole switch provided to open the circuit between the failed power converter and the permanent magnet motor is provided for the three-phase AC circuit. There was one. For this reason, when the power conversion device fails and the three-pole switch cannot be opened due to firmness, the induced voltage of the rotating permanent magnet motor causes a current from the permanent magnet motor to the failed power conversion device. Will further increase the damage to the power converter, and in addition, the brake current will be generated in the permanent magnet motor due to the current flowing in the closed circuit between the permanent magnet motor and the power converter. There was a problem that it could not be continued or forwarded.

  The present invention has been made in order to solve the above-described problems. A first object of the present invention is to break down a power conversion device that drives a permanent magnet motor of a railway vehicle, and to connect the power conversion device and the permanent magnet motor. Even if the AC circuit contactor between them is stiff, it is possible to disconnect the AC circuit between the power converter and the permanent magnet motor, thereby stopping the electric power that is stopped by the induced voltage of the permanent magnet motor during forwarding An object of the present invention is to provide a railway vehicle drive control device capable of forwarding the railway vehicle to a necessary place while protecting the conversion device from being damaged.

  The second object of the present invention is to disconnect only the corresponding power converter from the power source and the permanent magnet motor in a state where one of the power converters that respectively drive a plurality of permanent magnet motors of the railway vehicle has failed. Protect the power converter that is stopped by the induced voltage of the permanent magnet motor during forwarding so that it will not be damaged, and drive the remaining permanent magnet motor to continue the operation of the railway vehicle An object of the present invention is to provide a railway vehicle drive control device that can be forwarded to a certain place.

  According to the first aspect of the present invention, there is provided a power conversion device that converts a direct current of a direct current power source into a three-phase alternating current of an arbitrary voltage and an arbitrary frequency and supplies the converted three-phase alternating current to a permanent magnet motor that drives the vehicle, and a power conversion device and a permanent magnet motor Of the first and second three-pole switches, and the first and second three-pole switches connected to each other in series for each phase. A control unit for controlling the operation of turning on and off, and the control unit has a solid traffic detection means for detecting that the first three-pole switch is stuck and cannot be opened, and during normal operation A railway vehicle that keeps the second three-pole switch in the on state and opens the second three-pole switch when the first three-pole switch is detected to detect a firmness during the opening operation. It is a drive control device.

  According to a second aspect of the present invention, there is provided a power converter for supplying power to a single permanent magnet motor for driving a vehicle by converting a direct current of a direct current power source into a three-phase alternating current of an arbitrary voltage and an arbitrary frequency. One unit of control by combining first and second three-pole switches provided in each three-phase AC circuit between the converter and the permanent magnet motor and connected in series so that the contacts are in series for each phase. A plurality of control groups, and a control unit that controls the operation of turning on and off the first and second three-pole switches of the plurality of control groups. 1 has a solid traffic detection means for detecting that the 3 pole switch is stuck and cannot be opened, and keeps the second 3 pole switches of a plurality of control groups in the on state during normal operation. , A plurality of controls when a firmness of the first three-pole switch of any one of the plurality of control groups is detected All the second three-pole switch to the opening operation of a railway vehicle drive control device.

  According to a third aspect of the present invention, there is provided a power conversion device that converts a direct current of a direct current power source into a three-phase alternating current of an arbitrary voltage and an arbitrary frequency and supplies the same to a permanent magnet motor that drives the vehicle, a direct current power source, and a power conversion device. The first and second DC circuit breakers provided between the first and second circuits are provided in a three-phase AC circuit between the power converter and the permanent magnet motor, and the respective contacts are connected in series for each phase. 2, a three-pole switch, a DC circuit breaker, and a control unit that controls the operation of opening and closing the first and second three-pole switches, and the control unit is a first three-pole switch. Has a solid astringency detecting means for detecting that a solid astringency cannot be released and keeps the second three-pole switch in the on state during normal operation, and the solidity of the first three-pole switch When the DC circuit breaker is detected, the DC circuit breaker is opened and The second is the opening operation of the three-pole switch to the excitation circuit of the driver operating coil of three-pole switch to stay off a railway vehicle drive control device.

  According to a fourth aspect of the present invention, there is provided a power conversion device that converts a direct current of a direct current power source into a three-phase alternating current having an arbitrary voltage and an arbitrary frequency and supplies the three-phase alternating current to a permanent magnet motor that drives the vehicle, and A three-pole switch provided in a three-phase AC circuit between the motor and a three-phase AC circuit between the power converter and the permanent magnet motor, and contacts in series with the three-pole switch for each phase. A manual three-phase AC circuit switch connected so that the power converter and the permanent magnet motor are operated by operating the manual three-phase AC circuit switch when the three-pole switch is stuck It is a railway vehicle drive control device which enabled opening of the three-phase AC circuit between the two.

  According to a fifth aspect of the present invention, there is provided one power conversion device that converts a direct current of a direct current power source into a three-phase alternating current of an arbitrary voltage and an arbitrary frequency, an alternating current power converted by the power conversion device is supplied, and the vehicle DC circuit interruption provided in a common DC power supply path between a plurality of control groups that are combined with one driven permanent magnet motor to form a control group of one unit, and a DC power source and a power converter of the plurality of control groups A three-phase AC circuit between a DC circuit breaker, a DC circuit breaker and a power converter of each control group, and a power converter of a plurality of control groups and a permanent magnet motor A three-pole switch provided respectively, and a manual three-phase AC circuit switch connected to the three-pole switch so that the contacts are in series for each phase, and any one power of a plurality of control groups In the event of a converter failure, the DC circuit of this power converter Open the three-pole switch and the three-pole switch, and when the three-pole switch is stuck, it is possible to open the manual three-phase AC circuit switch connected in series with the power converter. This is a railway vehicle drive control device that allows a group to continue driving a vehicle.

  The invention according to claim 6 is a power conversion device that converts a direct current of a direct current power source into a three-phase alternating current of an arbitrary voltage and an arbitrary frequency, supplied with AC power converted by the power conversion device, DC circuit interruption provided in a common DC power supply path between a plurality of control groups that are combined with one driven permanent magnet motor to form a control group of one unit, and a DC power source and a power converter of the plurality of control groups A three-phase AC circuit between the power converter of each control group and the permanent magnet motor, respectively, and a DC circuit switch provided between the DC circuit breaker and the power converter of each control group. The first and second three-pole switches provided so that the contacts are connected in series for each phase, the DC circuit breaker, the DC circuit switch, and the first and second three-pole switches A control unit for controlling the opening / closing operation, and the control unit includes a plurality of controls. A solid astringency detecting means for detecting that one of the first and second three-pole switches of each group is agitated and cannot be opened; When a failure occurs, the DC circuit switch of this power conversion device and any one of the three-pole switches are opened, and when the firmness of this three-pole switch is detected, either one of the three-pole switches is connected in series. 3 is a railway vehicle drive control device in which the switch is opened and the vehicle operation can be continued by another sound control group.

  In the invention according to claim 7, n is an integer equal to or larger than 3, and the direct current of the direct current power source is converted into an n-phase alternating current of an arbitrary voltage and an arbitrary frequency to be supplied to one permanent magnet motor that drives the vehicle 1 Power converter, having n contacts, each of which has a first n-pole switch connected to all phases of an n-phase AC circuit, and n contacts Of these, n-1 contacts are connected to any n-1 phase of the n-phase AC circuit in series with the contact of the first n-pole switch, and the remaining one contact A plurality of control groups having a second n-pole switch connected to a DC circuit between the DC power supply and the power converter as a unit of control group, and a first n-pole switch of the plurality of control groups And a control unit for controlling the operation of turning on and off the second n-pole switch, and the control unit fixes the first n-pole switch for each of the plurality of control groups. A solid astringency detecting means for detecting that the first and second n-pole switches of the plurality of control groups are kept in the on state during normal operation, and the power of any one of the plurality of control groups is maintained. When the conversion device breaks down, the first n-pole switch of the same group as the power conversion device is opened, and when the first n-pole switch is stuck, the second n of the same control group This is a railway vehicle drive control device that opens the pole switch and allows the vehicle to continue operation with another sound control group.

  According to an eighth aspect of the present invention, n is an integer equal to or greater than 3, and the direct current of the direct current power source is converted into an n-phase alternating current of an arbitrary voltage and an arbitrary frequency and supplied to a single permanent magnet motor that drives the vehicle 1 Power converter, having n contacts, each of which has a first n-pole switch connected to all phases of an n-phase AC circuit, and n contacts Of these, n-1 contacts are connected to any n-1 phase of the n-phase AC circuit in series with the contact of the first n-pole switch, and the remaining one contact A plurality of control groups having a second n-pole switch connected to a DC circuit between the DC power source and the power converter as a unit of control group, and a common power source for the power converters of the plurality of control groups A DC circuit switch for turning on and off a DC circuit between the DC power source and the power conversion device of each control group, and a plurality of control groups A control unit that controls the operation of turning on and off the first n-pole switch and the second n-pole switch, and the control unit has a first n-pole switch in each of a plurality of control groups. Solid state detection means for detecting this, and during normal operation, the DC circuit switch and the first and second n-pole switches of the plurality of control groups are held in the on state, and the control group When one of the power converters fails, the DC circuit switch is opened, the first n-pole switch of the same control group as the failed power converter is opened, and the first n-pole switch Is a railroad vehicle drive control device that opens the second n-pole switch of the same control group when the device is in a harsh state.

According to an eleventh aspect of the present invention, there is provided a power converter that converts a direct current into an alternating current of an arbitrary voltage and an arbitrary frequency and supplies the same to an electric motor that drives the vehicle, and is connected in series between the electric power converter and the electric motor. A plurality of switches, and a control unit that controls the operation of opening and closing the plurality of switches, and the control unit is configured such that any one of the plurality of switches A railway vehicle comprising solid traffic detection means for detecting that the open operation cannot be performed, and when the solid traffic detection is detected by the solid traffic detection means, the switch that is not solid is opened. It is a drive control device.

  According to the present invention configured as described above, the power converter that drives the permanent magnet motor of the railway vehicle breaks down, and the AC circuit contactor between the power converter and the permanent magnet motor is fixed. Even in such a case, it becomes possible to disconnect the AC circuit between the power converter and the permanent magnet motor, so that the power converter stopped by the induced voltage of the permanent magnet motor at the time of forwarding is not damaged. A railway vehicle drive control device is provided that can route the railway vehicle to a required place while protecting it.

  Hereinafter, the present invention will be described in detail based on preferred embodiments shown in the drawings.

First embodiment

  FIG. 1 is a circuit diagram showing a configuration of a first embodiment of a railway vehicle drive control device according to the present invention. In FIG. 1, components having the same reference numerals as those in FIG. Is shown. This railway vehicle drive control device is a system in which a permanent magnet motor using a permanent magnet as a rotor is applied as an electric motor for driving a railway vehicle.

  In the figure, a current collector 2 is attached to a railway vehicle so as to be able to contact and separate from an overhead line 1 serving as a DC power source. A power source side of the DC circuit breaker 3 is connected to the current collector 2, and one end of a filter reactor 16 is connected to the load side via the DC circuit switch 4. A filter capacitor 17 is connected between the other end of the filter reactor 16 and the wheel 7 in contact with the rail 8 as a grounding point. Both ends of the filter capacitor 17 are connected to a DC voltage input terminal, and the power converter 12 is connected and a DC voltage detector 18 is connected. The power conversion device 12 is configured such that six switching elements 13U to 13Z each having a diode connected in antiparallel are connected in a three-phase bridge. This power conversion device 12 is generally called an inverter and has three-phase AC voltage output terminals. These AC voltage output terminals include a three-pole switch 14 and a three-pole switch newly added to the conventional device. A permanent magnet motor 11 that drives the railway vehicle is connected to the switch 15. In the following description, the three-pole switch 14 is referred to as a first three-pole switch, and the three-pole switch 15 is referred to as a second three-pole switch 15. In this case, the first three-pole switch 14 includes an interlocking auxiliary contact 31, and the second three-pole switch 15 includes an interlocking auxiliary contact 32. One end of each of the interlocking auxiliary contacts 31, 32 is controlled. The other end is connected to the control unit 111. Further, an output current detector 19 for detecting the output current of the power converter 12 is provided.

  The DC circuit breaker 3, the DC circuit switch 4, the first three-pole switch 14, and the second three-pole switch 15 described above have a drive operation coil 53a, a drive operation coil 53b, a drive operation coil 53d, and a drive operation, respectively. Opening and closing is controlled by the coil 53e. Among these, the drive operation coil 53a is connected between the control circuit power supply 51 and the control circuit power supply ground 52 via the contact of the relay 54a, and the drive operation coil 53b is connected to the control circuit via the contact of the relay 54b. The power supply 51 and the control circuit power supply ground 52 are connected. Similarly, the drive operation coil 53d is connected between the control circuit power supply 51 and the control circuit power supply ground 52 via the contact of the relay 54d, and the drive operation coil 53e is connected to the control circuit via the contact of the relay 54e. The power supply 51 and the control circuit power supply ground 52 are connected. Hereinafter, in order to simplify the description, the contact of the relay 54a, the contact of the relay 54b, and the contact of the relay 54d and the relay 54e are abbreviated as the relay 54a, the relay 54b, the relay 54d, and the relay 54e, respectively. And the control part 111 for controlling ON / OFF of these relay 54a, the relay 54b, the relay 54d, and the relay 54e is provided.

  FIG. 2 is a circuit diagram showing the configuration of the firmness / harminess detection means 121 incorporated in the control unit 111. This firmness / harminess detection means 121 includes a NOT circuit that inputs a closing command signal for the first three-pole switch 14; And an AND circuit having the output of the NOT circuit as a first input and the interlocking auxiliary contact signal of the first three-pole switch 14 as a second input. From the AND circuit, the first three-pole switch 14 is provided. It is configured to output a firm traffic detection signal.

  The operation of the first embodiment of the railway vehicle drive control device configured as described above will be described below. The control unit 111 turns on the relay 54a, the relay 54b, the relay 54d, and the relay 54e. As a result, excitation current is supplied to the drive operation coil 53a, the drive operation coil 53b, the drive operation coil 53d, and the drive operation coil 53e, and the DC circuit breaker 3, the DC circuit switch 4, the first three-pole switch 14, and The second three-pole switch 15 is turned on. Thereby, the DC power collected from the overhead line 1 by the current collector 2 is supplied to the series circuit of the filter reactor 16 and the filter capacitor 17, and a DC voltage is applied between the current collector 2 and the rail 8. A DC voltage generated at both ends of the filter capacitor 17 is supplied to the power converter 12. The power conversion device 12 converts the DC voltage into a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency by turning on and off the six switching elements 13U to 13Z in a predetermined order, and outputs the converted voltage. This three-phase AC voltage is supplied to the permanent magnet motor 11. At this time, line voltages Vuv, Vvw, and Vwu are applied to the terminals of the permanent magnet motor 11, and the U-phase current Iu, the V-phase current Iv, and the W-phase current Iw are applied to the U, V, and W phase windings. The three-phase AC power is supplied.

  Here, the DC circuit breaker 3 is turned on when the power conversion device 12 is started, connects the overhead line 1 and the power conversion device 12, and is opened when a failure of the power conversion device 12 is detected, The electric current which flows into the power converter 12 which failed from the overhead wire 1 is interrupted | blocked. The filter reactor 16 and the filter capacitor 17 have a function of stabilizing the DC voltage input to the power conversion device 12. The DC circuit switch 4 is turned on when the power conversion device 12 is started, and is opened when the power conversion device 12 is stopped when the power conversion device 12 is stopped for a long time or the like. 12 is switched on and off. The first three-pole switch 14 is for opening a three-phase AC circuit between the permanent magnet motor 11 and the power converter 12 when the power converter 12 fails. The control unit 111 includes a DC circuit breaker turn-on command signal for turning on and off the DC circuit breaker 3, a DC circuit switch turn-on command signal for turning on and off the DC circuit switch 4, and the first three poles. A three-phase AC circuit switch input command signal for turning on and off the switch 14 and opening and opening the second three-pole switch 15 is output.

  In FIG. 1, in order to facilitate understanding of the operation, only signals related to the present invention (only signals for turning on the relays 54a, 54b, 54d, and 54e) are shown as signals output from the control unit 111. Yes.

  When the power conversion device 12 is healthy, the second three-pole switch 15 is turned on when the control power of the control device is turned on, and the DC circuit breaker 3 and the DC circuit are activated when the power conversion device 12 is started. The switch 4 and the first three-pole switch 14 are turned on, and the overhead wire 1, the power converter 12 and the permanent magnet motor 11 are connected to constitute the main circuit of the controller. Here, since the DC circuit breaker 3 is for cutting off the current flowing from the overhead wire 1 when the power conversion device 12 fails, it is turned on when the control circuit power supply of the control device is turned on. Also good.

  When the power converter 12 is stopped for a long time such as when the vehicle is stopped for a long time, the DC circuit switch 4 is opened and the overhead wire 1 and the power converter 12 are disconnected.

  Further, when the control unit 111 detects an overcurrent of the output current of the power conversion device 12 with the output current detector 19 or when it detects an overvoltage of the DC circuit of the power conversion device 12 with the DC voltage detector 18, The DC circuit switch 4 and the first three-pole switch 14 are opened, and the power converter 12 is stopped.

  When a failure of the power converter 12 is detected, the DC circuit breaker 3 and the DC circuit switch 4 are opened, and the circuit between the overhead line 1 that is the power source of the power converter 12 and the power converter 12 is opened. At the same time, the first three-pole switch 14 is opened to open the circuit between the power converter 12 and the permanent magnet motor 11.

  The failure of the above-described power conversion device 12 means that the switching elements 13U to 13Z constituting the power conversion device 12 are damaged, or the circuit for operating the switching elements 13U to 13Z on and off is damaged. This means a state where the power conversion device 12 cannot be activated (a state where it cannot operate). Regarding the failure detection of the power converter, for example, the control unit 111 monitors the detection signal of the DC voltage detector 18 with respect to the DC voltage of the power converter 12 and the detection signal of the output current detector 19 with respect to the AC output current. Is judged as a failure.

  When the first three-pole switch 14 is opened, if the first three-pole switch 14 is stuck and cannot be opened, the control unit 111 detects the built-in firmness detection as shown in FIG. The means 121 detects the firmness of the first three-pole switch 14 and opens the second three-pole switch 15. The solid astringency detecting means 121 is connected to the control unit 111 from the input command signal of the first three-pole switch 14 and the interlocking auxiliary contact 31 of the first three-pole switch 14. The interlocking auxiliary contact signals are compared, and if there is an interlocking auxiliary contact signal even though there is no input command signal for the first three-pole switch 14, it is determined that the first three-pole switch 14 A firm traffic detection signal is output. The control unit 111 opens the second three-pole switch 15 when the solid-string detection signal of the first three-pole switch 14 is output from the solid-string detection means 121. Thereby, it can prevent that an electric current continues flowing in from the permanent magnet electric motor 11 rotating to the power converter device 12. FIG.

  Thus, according to the first embodiment of the railway vehicle drive control device according to the present invention, when the power converter 12 fails, the circuit on the DC side of the power converter 12 is opened and power is supplied from the overhead line 1. The current flowing into the converter 12 is blocked, and the three-phase AC circuit between the power converter 12 and the permanent magnet motor 11 is opened, and the power converter 12 from the permanent magnet motor 11 is induced by the induced voltage of the permanent magnet motor 11. Thus, the railway vehicle can be forwarded to a necessary place while protecting the power converter 12 that is stopped by the induced voltage of the permanent magnet motor 11 from being damaged during forwarding.

  In the above description, the operating mechanisms of the first three-pole switch 14 and the second three-pole switch 15 are normally open (a mechanism in which the switch is opened when the operation drive coil is not pressurized). However, the operation mechanism of the first three-pole switch 14 and the second three-pole switch 15 is normally closed (the switch is turned on when the operation drive coil is not pressurized). In the case of the mechanism), the input command signal of the three-pole switch output from the control unit 111 is inverted, and when there is no signal, the first three-pole switch 14 and the second three-pole switch 15 are turned on. When there is a signal, the first three-pole switch 14 and the second three-pole switch 15 are opened.

  In the above embodiment, the second three-pole switch 15 is opened when the first three-pole switch 14 gets stuck. However, this relationship may be reversed. May be configured such that when one of the first three-pole switch 14 and the second three-pole switch 15 is in trouble, the other is opened.

Second embodiment

  FIG. 3 is a circuit diagram showing a configuration of the second embodiment of the railway vehicle drive control device according to the present invention. In the first embodiment described above, in order to drive the permanent magnet motor 11, the filter capacitor 17, the DC voltage detector 18, the power converter 12, the three-pole switch 14, the second three-pole switch 15, and Although the output current detector 19 is provided, the second embodiment shown in FIG. 3 is used to drive another permanent magnet motor 21, in order to drive the filter capacitor 27, which is identical to that shown in FIG. A voltage detector 28, a power conversion device 22, a first three-pole switch 24, a second three-pole switch 25, and an output current detector 29 are provided. Here, for easy understanding, the permanent magnet motor 11 is referred to as the first group permanent magnet motor 11, the permanent magnet motor 21 is referred to as the second group permanent magnet motor 21, and the filter capacitor 17 to the output current detector 19 are referred to as the first group permanent magnet motor 21. The filter capacitor 27 to the output current detector 29 will be described as the second group of components as the first group of components.

  In the figure, a current collector 2 is attached to a railway vehicle so as to be able to contact and separate from an overhead line 1 serving as a DC power source. The power source side of the DC circuit breaker 3 is connected to the current collector 2, and one end of the filter reactor 16 is connected to the load side via the DC circuit switch 4, and the other end of the filter reactor 16 is connected to the second end of the filter reactor 16. A first group of components for driving the first group permanent magnet motor 11 and a second group of components for driving the second group permanent magnet motor 21 are connected.

  Among these, the first group of components includes a first group filter capacitor 17 having one end connected to the other end of the filter reactor 16 and the other end connected to a wheel 7 that contacts the rail 8 as a grounding point. The first group power converter 12 is connected to both ends of the first group filter capacitor 17 as DC voltage input terminals, and the first group DC voltage detector 18 is connected. The first group power converter 12 includes six switching elements 13U to 13Z, each having a diode connected in antiparallel, and a three-phase bridge connection. This first group power converter 12 has three-phase AC voltage output terminals, and these AC voltage output terminals include a first group, a first three-pole switch 14 and a first group, a second three-pole switch. A first group permanent magnet electric motor 11 is connected via a device 15. In this case, a first group output current detector 19 for detecting the output current of the first group power converter 12 is provided.

  Similarly, the second group of components includes a second group filter capacitor 27 having one end connected to the other end of the filter reactor 16 and the other end connected to a wheel 7 in contact with the rail 8 serving as a grounding point. The second group power converter 22 is connected to both ends of the second group filter capacitor 27 as DC voltage input terminals, and the second group DC voltage detector 28 is connected. The second group power converter 22 includes six switching elements 23U to 23Z each having a diode connected in anti-parallel, and three-phase bridge connection. This second group power converter 22 has a three-phase AC voltage output terminal, and these AC voltage output terminals include a second group, a first three-pole switch 24 and a second group, a second three-pole switch. A second group permanent magnet electric motor 21 is connected via a device 25. In this case, a second group output current detector 29 for detecting the output current of the second group power converter 22 is provided.

  And the control part 112 which outputs the instruction | command for throwing in and opening the switch and circuit breaker of this railway vehicle drive control apparatus, and the drive operation coils 53a, 53b, 53d, 53e, 53f, 53g which operate | move by the instruction | command Relays 54a, 54b, 54d, 54e, 54f, 54g, first group first three pole switch 14, first group second three pole switch 15, second group first three pole switch 24. The auxiliary auxiliary contacts 31, 32, 33, and 34 interlocking with the respective switches for transmitting the respective operation states of the second group / second three-pole switch 25 to the control unit 112.

  In this case, between the control circuit power supply 51 and the control circuit power supply ground 52, the series connection circuit of the drive operation coil 53 a of the DC circuit breaker 3 and the relay 54 a, the drive operation coil 53 b of the DC circuit switch 4, and the relay 54 b Series connection circuit, a series connection circuit of the driving operation coil 53d of the first group first three-pole switch 14 and the relay 54d, and a series connection of the driving operation coil 53f of the second group three-pole switch 24 and the relay 54f. The circuit, the parallel connection circuit of the driving operation coil 53e of the first group / second three-pole switch 15 and the driving operation coil 53g of the second group / second three-pole switch 25, and the series connection circuit of the relay 54e are arranged in parallel. It is connected.

  FIG. 4 is a circuit diagram showing the structure of the firm / harmful detection means 122 built in the control unit 112. This firm / harmful-detecting means 122 receives the input command signal for the first group first three-pole switch 14 NOT. A circuit, an AND circuit having the output of the NOT circuit as a first input, an interlocking auxiliary contact signal of the first group first three-pole switch 14 as a second input, and a second group first three-pole switching A NOT circuit for inputting a closing command signal of the switch 24, an AND circuit having the output of the NOT circuit as a first input, and an interlocking auxiliary contact signal of the second group first three-pole switch 24 as a second input; The OR circuit outputs the at least one fixed traffic detection signal of the first three-pole switches 14 and 24 by taking the logical sum of the outputs of these two AND circuits.

  Next, the operation of the second embodiment of the railway vehicle drive control device configured as described above will be described below. When the control unit 112 outputs a closing command signal for the DC circuit breaker 3, the relay 54 a is turned on, the drive operation coil 53 a is excited to turn on the DC circuit breaker 3, and a closing command signal for the DC circuit switch 4. Is output, the relay 54b is turned on, the drive operation coil 53b is excited, and the DC circuit switch 4 is turned on.

  Further, when the control unit 112 outputs a closing command to the first group first three-pole switch 14, the relay 54d is turned on, and the drive operation coil 53d is excited and the first group first three-pole switch is turned on. 14 is turned on, and when a closing command is output to the second group first three-pole switch 24, the relay 54f is turned on, the drive operation coil 53f is excited, and the second group first three-pole switch 24 is turned on. It is thrown. Further, when a closing command is output to the first group second tripolar switch 15 and the second group second tripolar switch 25, the relay 54e is turned on, and the first group second tripolar switch is turned on. 15 and the second group second three-pole switch 25 are turned on.

  When starting up the first group power converter 12 and the second group power converter 22, the DC circuit switch 4 is turned on, and the first group filter capacitor 17 and the second group filter capacitor 27 are charged. The DC circuit switch 4 is opened when the first group power converter 12 and the second group power converter 22 are stopped due to a long stoppage or the like.

  When a DC voltage is generated at both ends of the first group filter capacitor 17 by charging, the first group power converter 12 turns on and off the six switching elements 13U to 13Z in a predetermined order, thereby generating a DC voltage. Is converted into a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency and output. This three-phase AC voltage is supplied to the first group permanent magnet motor 11. At this time, line voltages Vuv, Vvw, Vwu are applied to the terminals of the first group permanent magnet motor 11, and U-phase current Iu, V-phase currents Iv, W are applied to the U, V, W phase windings. Three-phase AC power of phase current Iw is supplied.

  Similarly, when a DC voltage is generated at both ends of the second group filter capacitor 27 by charging, the second group power converter 22 turns on and off the six switching elements 23U to 23Z in a predetermined order. As a result, the DC voltage is converted into a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency and output. This three-phase AC voltage is supplied to the second group permanent magnet motor 21. At this time, line voltages Vuv, Vvw, Vwu are applied to the terminals of the first group permanent magnet motor 11, and U-phase current Iu, V-phase currents Iv, W are applied to the U, V, W phase windings. Three-phase AC power of phase current Iw is supplied.

  Here, the DC circuit breaker 3 is functionally a kind of switch, but is turned on when the control circuit power supply of the railway vehicle drive control device is turned on, and the overhead line 1 and the first group power conversion device 12 are turned on. And the second group power converter 22, and when the control unit 112 detects a failure of the first group power converter 12 or the second group power converter 22, the power is opened from the overhead line 1. Cut off the current flowing into the converter.

  The filter reactor 16, the first group filter capacitor 17, and the second group filter capacitor 27 act so as to stabilize the DC voltage input to the power converters 12 and 22 of the respective control groups. The first group first three-pole switch 14 is provided in a three-phase AC circuit between the first group power converter 12 and the first group permanent magnet motor 11, and the first group power converter 12 The three-phase AC circuit between the first group permanent magnet motor 11 is turned on and opened. Similarly, the second group three-pole switch 24 is provided in a three-phase AC circuit between the second group power converter 22 and the second group permanent magnet motor 21, and the second group power converter 22 A three-phase AC circuit between the second group permanent magnet motor 21 is turned on and opened.

  Here, when the control unit 112 opens the first group first three-pole switch 14, if the first group first three-pole switch 14 is unable to open, the control unit 112 As shown in FIG. 4, the firmness of the first group first three-pole switch 14 is detected by the firmness detection means 122 built in the control unit 112. In this case, the solid astringency detecting means 122 receives the first group first tripolar switch 14 input command signal and the first group first tripolar switch 14 from the interlocking auxiliary contact 31 of the first group first tripolar switch 14. Compared with the interlocking auxiliary contact signal of the three-pole switch 14 of the first group, if there is an interlocking auxiliary contact signal even though there is no input command signal of the first group of first three-pole switch 14, Judgment is made and a firmness detection signal of the first group first three-pole switch 14 is output. The control unit 112 opens the first group second tripolar switch 15 and the second group second three pole switch 25 when the solid pole detection signal of the three pole switch is output from the solid jam detector 122. Then, the second three-pole switches 15 and 25 of the first group and the second group are opened.

  In addition, when the control unit 112 opens the second group first three-pole switch 24, if the second group first three-pole switch 24 is unable to open, the control unit 112 may 4, the firmness of the second group first three-pole switch 24 is detected by the firmness detection means 122 built in the control unit 112. In this case, the solid astringency detecting means 122 is supplied from the second group first tripolar switch 24 input command signal and the second group first tripolar switch 24 through the interlocking auxiliary contact 33. Compared with the interlocking auxiliary contact signal of the first three-pole switch 24 of the first group, if there is an interlocking auxiliary contact signal even though there is no input command signal of the second group first three-pole switch 24, Judgment is made and the firmness detection signal of the second group first three-pole switch 24 is output. The control unit 112 opens the second group second tripolar switch 25 and the first group second tripolar switch 15 when the solid pole detection signal of the three pole switch is output from the solid jam detection means 122. Then, the second three-pole switches 25 and 15 of the second group and the first group are opened.

  Thus, according to the second embodiment of the railway vehicle drive control device of the present invention, the same effects as those of the first embodiment can be obtained.

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

  In the above description, the operation mechanism of the three-pole switches 14, 15, 24, 25 is normally open, but the operation mechanism of the three-pole switches 14, 15, 24, 25 is normally closed. In this case, the input command signal of the three-pole switches 14, 15, 24, 25 output from the control unit 112 is inverted, and when there is no signal, the three-pole switches 14, 15, 24, 25 are turned on, When there is a signal, the three-pole switches 14, 15, 24 and 25 are opened. Since the operation of other parts is the same as that described in the first embodiment, the description thereof is omitted.

  In the above embodiment, when the first three-pole switches 14 and 24 are stuck, the second three-pole switches 15 and 25 are opened, but this relationship is reversed. In short, what is necessary is just to comprise so that one of the first three-pole switches 14 and 24 and the second three-pole switches 15 and 25 may be opened when one of them is solid.

  Furthermore, in the above embodiment, the filter capacitors 17 and 27 are configured to have the first group and the second group respectively, but the circuit is configured as a common component of the first group and the second group. However, one filter capacitor 17 may be used.

  Similarly, in the above-described embodiment, the DC voltage detectors 18 and 28 are configured to have the first group and the second group respectively, but the circuit is used as a common component of the first group and the second group. And one of the DC voltage detectors 18 may be used.

Third embodiment

  Next, a third embodiment of the railway vehicle drive control device according to the present invention will be described. FIG. 5 is a circuit diagram showing the configuration of the third embodiment. In FIG. 5, the same elements as those of FIG. 1 showing the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. In this embodiment, instead of the relay 54e constituting the first embodiment, the interlocking auxiliary contact 3e of the DC circuit breaker 3 is connected in series with the drive operation coil 53e, and the control unit 113 is the second. The configuration is different from that of the first embodiment in that a command for turning on and off the three-pole switch 15 is not output, and all other configurations are the same as those of the first embodiment. Yes.

  The operation of the third embodiment configured as described above will be described below with a focus on portions that differ from the first embodiment in configuration. When the power converter 12 is healthy, the DC circuit breaker 3 is turned on when the power converter 12 is started, and the second three-pole switch 15 is driven by the interlocking auxiliary contact 3e of the DC circuit breaker 3. The control circuit voltage is supplied to the operation coil 53e, and the second three-pole switch 15 is turned on. Further, when starting up the power converter 12, the DC circuit switch 4 and the first three-pole switch 14 are turned on, the overhead wire 1 and the power converter 12 are connected, and the power converter 12 and the permanent magnet motor 11 are connected. And are connected.

  When a failure of the power converter 12 is detected, the DC circuit switch 4 is opened, the circuit between the overhead wire 1 and the power converter 12 is opened, and the first three-pole switch 14 is The circuit between the power converter 12 and the permanent magnet motor 11 is opened by being opened.

  When the control unit 113 opens the first three-pole switch 14, if the first three-pole switch 14 cannot be opened due to firmness, the control unit 113 detects the firmness detection means as shown in FIG. 121 detects the firmness of the first three-pole switch 14 and opens the DC circuit breaker 3. At this time, the drive operation coil 53e is brought into a non-excited state by the interlocking auxiliary contact 3e of the DC circuit breaker 3, and the second three-pole switch 15 is opened.

  Thus, according to the third embodiment of the railway vehicle drive control device of the present invention, the same effect as the first embodiment can be obtained. Moreover, since the interlocking auxiliary contact 3e of the DC circuit breaker 3 is used instead of the relay 54e used in the first embodiment, an effect that the configuration is simplified is also obtained.

Fourth embodiment

  Next, a fourth embodiment of the railway vehicle drive control device according to the present invention will be described. FIG. 6 is a circuit diagram showing the configuration of the fourth embodiment. In FIG. 6, the same elements as those of FIG. 1 showing the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. In this embodiment, a manual three-phase AC circuit switch 61 is used instead of the second three-pole switch 15 constituting the first embodiment, and as shown in FIG. The interlocking auxiliary contact 32, the drive operation coil 53e, and the relay 54e are removed, and the control unit 114 outputs only a command for turning on and off the DC circuit breaker 3, the DC circuit switch 4, and the 3-pole switch 14. As shown in FIG. 7, when the solid traffic detection means 124 constituting the control unit 114 outputs a solid traffic detection signal, a crew member of the train (railway vehicle) is notified by an indicator light or the like. The configuration is different from that of the first embodiment, and the other configurations are the same as those of the first embodiment.

  The operation of the fourth embodiment configured as described above will be described below with a focus on portions that differ from the first embodiment in configuration. When the power converter 12 is healthy, the manual three-phase AC circuit switch 61 is in the on state, and when the power converter 12 is started, the controller 114 causes the DC circuit breaker 3, the DC circuit switch 4, and the three-pole switch to be opened. The machine 14 is turned on, and the overhead wire 1 and the power converter 12, and the power converter 12 and the permanent magnet motor 11 are connected. The DC circuit breaker 3 may be turned on when the control circuit power supply of the control device is turned on, as in the first embodiment.

  When the failure of the power conversion device 12 is detected, the control unit 114 opens the DC circuit breaker 3 and the DC circuit switch 4 so that the power conversion device 12 is connected between the overhead line 1 and the power conversion device 12. And the three-pole switch 14 are opened to open the circuit between the power converter 12 and the permanent magnet motor 11.

  When the control unit 114 opens the three-pole switch 14, if the three-pole switch 14 is stuck and cannot be opened, the three-pole switch is configured by the firmness detecting means 124 constituting the control unit 114 as shown in FIG. The firmness of the switch 14 is detected, and a crew member of the train (railway vehicle) is notified, for example, with an indicator lamp. The crew member operates and opens the manual three-phase AC circuit switch 61 to disconnect the three-phase AC circuit between the power converter 12 and the permanent magnet motor 11.

  Thus, according to the fourth embodiment of the railway vehicle drive control device of the present invention, the same effect as in the first embodiment can be obtained.

  In FIG. 6, the manual three-phase AC circuit switch 61 is provided between the three-pole switch 14 and the permanent magnet motor 11. However, the manual three-phase AC circuit switch 61 is fixed to the three-pole switch 14. Since it is provided for the purpose of disconnecting the three-phase AC circuit between the power conversion device 12 and the permanent magnet motor 11 in case of astringency, even if it is provided between the output current detector 19 and the three-pole switch 14, Further, it may be provided between the power converter 12 and the output current detector 19.

Fifth embodiment

  Next, a fifth embodiment of the railway vehicle drive control device according to the present invention will be described. FIG. 8 is a circuit diagram showing the configuration of the fifth embodiment. In FIG. 8, the same elements as those of FIG. 3 showing the second embodiment are denoted by the same reference numerals, and the description thereof is omitted. This embodiment uses a first group manual three-phase AC circuit switch 61 instead of the first group second three-pole switch 15 constituting the second embodiment, and the second group second The second group manual three-phase AC circuit switch 62 is used in place of the three-pole switch 25. In the second embodiment, the first group includes the DC circuit switch 4 shared by the first group and the second group. The DC circuit switch 9 having the same function as this is provided in the second group. In the second embodiment, the filter reactor 16 shared by the first group and the second group is provided in the first group. In addition, a filter reactor 26 having the same function as this is provided in the second group, and further, a first group manual three-phase AC circuit switch 61 and a second group manual three-phase AC circuit switch 62 are provided. Correspondingly, the relay 54e, the drive operation coil 53e and the drive operation coil 53g are removed, and Corresponding to the addition of the circuit switch 9, a control circuit power supply 51 is connected to a series connection circuit of the relay 54 h and the drive operation coil 53 h of the DC circuit switch 9 in order for the control unit 115 to control the switching on and off. 2 is different from the second embodiment shown in FIG. 2 in that it is connected between the control circuit power supply grounds 52, and all other configurations are the same as those in the second embodiment shown in FIG. Yes.

  FIG. 9 is a circuit diagram showing the details of the firmness detecting means 125 built in the control unit 115. The feeling of firmness detecting means 125 includes a NOT circuit for inputting a closing command signal for the first group three-pole switch 14, and The output of this NOT circuit is the first input, and the interlocking auxiliary contact signal of the first group 3 pole switch 14 is the second input. An AND circuit that outputs a detection signal, a NOT circuit that inputs a closing command signal for the second group three-pole switch 24, and an output of this NOT circuit as a first input and an interlocking assist for the second group three-pole switch 24 It is composed of an AND circuit that outputs the firmness detection signal of the second group three-pole switch 24 when the logical product condition is satisfied with the contact signal as the second input. When a firm traffic detection signal is output from each AND circuit, the occurrence of firm traffic is notified to a crew member of the train (railway vehicle) by, for example, an indicator lamp.

  Next, the direct current circuit switch 4 is the first group direct current circuit switch 4 and the direct current circuit switch 9 is the second group direct current circuit switch 9. The following description will focus on portions that differ in configuration from the embodiment.

  When the first group power converter 12 and the second group power converter 22 are healthy, the first group manual three-phase AC circuit switch 61 and the second group manual three-phase AC circuit switch 62 are in the on state, and the control When the unit 115 activates the first group power converter 12 and the second group power converter 22, the DC circuit breaker 3, the first group DC circuit switch 4, the first group three pole switch 14, the second A command to turn on the group DC circuit switch 9 and the second group 3 pole switch 24 is applied to the relays 54a, 54b, 54h, 54d, 54f to turn them on, whereby the drive operation coil 53a, 53b, 53h, 53d, and 53f are excited. Here, the DC circuit breaker 3 may be turned on when the control circuit power of the control device is turned on, as in the first embodiment of the present invention.

  When the control unit 115 detects a failure of the first group power converter 12, the DC circuit breaker 3 and the first group DC circuit switch 4 are opened, and the overhead line serving as the power source of the first group power converter 12 1 and the first group power converter 12 are opened, and the first group three-pole switch 14 is opened to connect the first group power converter 12 and the first group permanent magnet motor 11 to each other. Open the circuit. At this time, since the DC circuit breaker 3 is opened, the healthy second group power converter 22 is also temporarily stopped.

  When the control unit 115 detects a failure of the second group power converter 22, the DC circuit breaker 3 and the second group DC circuit switch 9 are opened, and the overhead line serving as the power source of the second group power converter 22 1 and the second group power converter 22 are opened, the second group first three-pole switch 24 is opened, and the second group power converter 22 and the second group permanent magnet motor 21 are opened. Open the circuit between. At this time, since the DC circuit breaker 3 is opened, the healthy first group power converter 12 is also temporarily stopped.

  When the control unit 115 opens the first group three-pole switch 14, if the first group three-pole switch 14 is stuck and cannot be opened, the control unit 115 detects the firmness detection as shown in FIG. The unit 125 detects the firmness of the first group three-pole switch 14 and notifies the crew member of the train (railway vehicle) with, for example, an indicator lamp. The crew member operates and opens the first group manual three-phase AC circuit switch 61 to disconnect the three-phase AC circuit between the failed first group power converter 12 and the first group permanent magnet motor 11. When the remaining healthy second group power converter 22 is restarted after disconnecting the failed first group power converter 12, the DC circuit breaker 3, the second group DC circuit switch 9, and the second The group 3 pole switch 24 is turned on and started.

  Similarly, when the control unit 115 opens the second group three-pole switch 24, if the second group three-pole switch 24 is stuck and cannot be opened, the control unit 115 is as shown in FIG. The solid traffic of the second group 3 pole switch 24 is detected by the solid traffic detection means 125 and is notified to the crew of the train (railway vehicle) by, for example, an indicator lamp. The crew member operates and opens the second group manual three-phase AC circuit switch 62 and disconnects the three-phase AC circuit between the failed second group power converter 22 and the second group permanent magnet motor 21. When the remaining healthy first group power converter 12 is restarted after disconnecting the failed second group power converter 22, the DC circuit breaker 3, the first group DC circuit switch 4, and the first The group 3 pole switch 14 is turned on and started.

  In FIG. 8, manual three-phase AC circuit switches 61 and 62 are provided between the three-pole switches 14 and 24 and the permanent magnet motors 11 and 21, respectively. Because the three-pole switches 14 and 24 of the control group are provided for the purpose of disconnecting the respective three-phase AC circuits between the power converters 12 and 22 and the permanent magnet motors 11 and 21, Even if it is provided between the output current detectors 19 and 29 of the control group and the three-pole switches 14 and 24, and between the power converters 12 and 22 and the output current detectors 19 and 29 of the respective control groups, May be provided.

  With this configuration, when the first group power converter 12 fails, the circuit between the first group power converter 12 and the overhead wire 1 and the first group permanent magnet motor 11 is disconnected, and the remaining healthy first The operation of the train (railway vehicle) can be continued by the second group power converter 22 and the second group permanent magnet motor 21. Conversely, when the second group power converter 22 fails, the circuit between the second group power converter 22 and the overhead wire 1 and the second group permanent magnet motor 21 is disconnected, and the remaining healthy first The group power converter 12 and the first group permanent magnet motor 11 can continue the operation of the train (railway vehicle).

  In the fifth embodiment of the present invention shown in FIG. 8, the number of permanent magnet motors for which one control device 115 performs drive control is shown as two, but the number of permanent magnet motors is two. When the number of units is increased from three to four, the third group and the fourth group are added to the configuration of FIG. 8 as a control group. This only increases the number of control groups, and the operation of each part in the embodiment of the present invention is the same.

  In the above description, the operation mechanism of the three-pole switches 14 and 24 is normally open (the mechanism in which the switch is opened when the operation drive coil is not pressurized). When the operation mechanism of the three-pole switches 14 and 24 is normally closed (a mechanism in which the switch is turned on when the operation drive coil is not pressurized), a three-pole switch insertion command output from the control unit 115 When the signal is inverted and there is no signal, the three-pole switches 14 and 24 are turned on, and when there is a signal, the three-pole switches 14 and 24 are opened. Other parts of the operation of the embodiment of the present invention are the same as those described above.

  Further, in FIG. 8, the control unit 115 has a configuration in which one control unit is provided for a plurality of control groups. However, the control unit includes a first group control unit having input / output signals related to the first group. The second group control unit having input / output signals related to the second group and the common control unit having a function of turning on / off the DC circuit breaker 3 as a common component may be provided separately. .

Sixth embodiment

  Next, a sixth embodiment of the railway vehicle drive control device according to the present invention will be described. FIG. 10 is a circuit diagram showing the configuration of the sixth embodiment. In FIG. 10, the same elements as those of FIG. 3 showing the second embodiment are denoted by the same reference numerals, and the description thereof is omitted. In this embodiment, when the first group power converter 12 fails, the first group power converter 12 is disconnected, and the train operation is continued by the remaining healthy second group power converter 22 and the second group permanent magnet motor 21. On the other hand, if the second group power converter 22 fails, disconnect it and continue the operation of the train with the remaining healthy first group power converter 12 and the first group permanent magnet motor 11. It is what.

  Therefore, in the second embodiment shown in FIG. 3, the DC circuit switch 4 and the filter reactor 16 shared by the first group and the second group are the components of only the first group, and the components of the second group are The second group DC circuit switch 9 and the filter reactor 26 are newly provided. In the second embodiment shown in FIG. 3, the first group / second three-pole switch 15 is driven with respect to the relay 54e. The parallel connection circuit of the operation coil 53e and the drive operation coil 53g of the second group second three-pole switch 25 is connected. In this embodiment, the drive operation coil 53g of the second group second three-pole switch 25 is connected. In order to drive the relay independently, the relay 54g is connected in series to the control circuit power supply 51 and the control circuit power supply ground 52, and the control unit 116 is turned on and off independently to the relay 54e and the relay 54g. Points to add commands And different from the configuration in the second embodiment shown in FIG. 2, other than being configured the same as the second embodiment shown in all diagrams 2.

  Next, the sixth embodiment will be described below with a focus on the part different from the configuration of the second embodiment shown in FIG.

  When driving the power converters when the first group power converter 12 and the second group power converter 22 are healthy, the DC circuit breaker 3, the first group DC circuit switch 4, and the second group DC circuit are driven. Switch 9, first group first three pole switch 14, first group second three pole switch 15, second group first three pole switch 24, second group second three pole switch 25 is inserted. Here, since the DC circuit breaker 3 is for cutting off the current flowing from the overhead wire 1 when the power converters 12 and 22 fail, the DC circuit breaker 3 is turned on when the control circuit power supply of the control device is turned on. It is good also as operation.

  When the power converters 12 and 22 are stopped for a long time such as when the vehicle is stopped for a long time, the first group DC circuit switch 4 and the second group DC circuit switch 9 are opened, and the overhead line 1 and the power converter 12 and 22 are separated.

  When the control unit 116 detects an overcurrent of the output current of the first group power converter 1 by the first group output current detector 19, or when the control unit 116 detects the first group power conversion by the first group DC voltage detector 18. When the overvoltage of the DC circuit of the device 12 is detected, the first group DC circuit switch 4 and the first group first three-pole switch 14 are opened to stop the first group power converter 12. .

  Further, when the control unit 116 detects an overcurrent of the output current of the second group power converter 22 by the second group output current detector 29, or the second group DC voltage detector 28 causes the control unit 116 to When the overvoltage of the DC circuit of the power converter 22 is detected, the second group DC circuit switch 9 and the second group first three-pole switch 24 are opened, and the second group power converter 24 is Stop.

  When the control unit 116 detects a failure of the first group power converter 12, the DC circuit breaker 3 and the first group DC circuit switch 4 are opened, and the overhead line 1 and the first group power converter 12 are disconnected. And the first group first three-pole switch 14 is opened to open the circuit between the first group power converter 12 and the first group permanent magnet motor 11. At this time, since the DC circuit breaker 3 is opened, the healthy second group power converter 22 is also temporarily stopped.

  When the controller 116 detects a failure of the second group power converter 22, the DC circuit breaker 3 and the second group DC circuit switch 9 are opened, and the overhead line 1 and the second group power converter 22 are connected. The circuit between the second group and the first three-pole switch 24 is opened, and the circuit between the second group power converter 22 and the second group permanent magnet motor 21 is opened. At this time, since the DC circuit breaker 3 is opened, the healthy first group power converter 12 is also temporarily stopped.

  Since the first group three-pole switches 14 and 15 have independent drive control coil control circuits, when the first group first three-pole switch 14 is in trouble, However, instead of this, the first group first three-pole switch 14 and the first group second three-pole switch 15 are reversed so that the first group first It is also possible to open the first three-pole switch 14 of the first group when the second three-pole switch 15 of the second group is opened first and the first group of second three-pole switch 15 becomes hard.

  Similarly, since the second group three-pole switch 24, 25 has a configuration in which the control circuits of the respective drive operation coils are independent, when the second group first three-pole switch 24 gets stuck, The second group second three-pole switch 25 is opened, but instead, the relationship between the second group first three-pole switch 24 and the second group second three-pole switch 25 is reversed. The second group second three-pole switch 25 is opened first, and the second group first three-pole switch 24 can be opened when the second group second three-pole switch 25 gets stuck. it can.

  FIG. 11 shows that when the first group first three pole switch 14 is tight, the first group second three pole switch 15 is opened, and the first group second three pole switch 15 is opened first. Then, when the first group second three-pole switch 15 is stuck, the first group three-phase AC circuit switch firmness detection signal for opening the first group first three-pole switch 14 When the generator and the second group first three-pole switch 24 are in trouble, the second group second three-pole switch 25 is opened, and the second group second three-pole switch 25 is opened first. Then, when the second group second three-pole switch 25 is stuck, the second group three-phase AC circuit switch firmness detection signal for opening the second group first three-pole switch 24 It is the circuit diagram which showed the detailed structure of the firm traffic detection means 126 which showed the generation | occurrence | production part.

  Next, when the healthy second group power converter 22 is restarted after disconnecting the failed first group power converter 12, the DC circuit breaker 3 and the second group DC circuit switch 9 are restarted. Then, the second group first three-pole switch 24 and the second group second three-pole switch 25 are turned on and started. On the other hand, when the healthy second group power converter 12 is restarted after the failed second group power converter 22 is disconnected, the DC circuit breaker 3 and the first group DC circuit are restarted. The switch 4, the first group first three-pole switch 14 and the first group second three-pole switch 15 are turned on and started.

  With this configuration, when the first group power converter 12 fails, the circuit between the first group power converter 12 and the overhead wire 1 and the first group permanent magnet motor 11 is disconnected, and the remaining healthy first Train operation can be continued by the second group power converter 22 and the second group permanent magnet motor 21. In addition, when the second group power converter 22 fails, the circuit between the second group power converter 22 and the overhead wire 1 and the second group permanent magnet motor 21 is disconnected, and the remaining healthy first group. The train operation can be continued by the power converter 12 and the first group permanent magnet motor 11.

  In the sixth embodiment of the present invention shown in FIG. 10, the number of permanent magnet motors that are controlled by one control device is shown as two, but the number of permanent magnet motors is When the number is increased from two to three or four, a configuration in which a third group and a fourth group are further added as a control group to the configuration of FIG. This is only an increase in the number of control groups, and the operation of each part in the embodiment of the present invention is the same.

  Further, in the above description, the operation mechanism of the three-pole switches 14, 15, 24, 25 is normally open (the mechanism in which the switch is opened when the operation drive coil is not pressurized). Yes. When the operation mechanism of the three-pole switch 14, 15, 24, 25 is normally closed (the mechanism in which the switch is turned on when the operation drive coil is not pressurized), the three-pole output from the control unit 116 When the switch command signal is reversed and there is no signal, the three-pole switches 14, 15, 24, 25 are turned on, and when there is a signal, the three-pole switches 14, 15, 24, 25 are opened. . The other parts of the operation are the same as described above.

  Furthermore, although FIG. 10 illustrates that the control unit 116 has one control unit for a plurality of control groups, the control unit is a first group control unit having input / output signals related to the first group. And a second group control unit having input / output signals related to the second group and a common control unit having a function of turning on / off the DC circuit breaker 6 as a common component. good.

Seventh embodiment

  Next, a seventh embodiment of the railway vehicle drive control device according to the present invention will be described. 11 as the sixth embodiment includes a first group of first three-pole switches 14, a first group of second three-pole switches 15, a second group of first three switches. For each of the pole switch 24 and the second group second tripolar switch 25, the closing command signal and the interlocking auxiliary contact signal are compared, and the solid traffic detection signal of the first group three-phase AC circuit switch, When the failure of the first group power converter 12 is detected, the first group first three-pole switch 14 and the first group second Similarly, when both of the three-pole switches 15 are opened and a failure of the second group power converter 22 is detected, the second group, the first three-pole switch 24 and the second group, the second three-pole switch 25 As shown in FIG. 12, one end of the parallel connection circuit of the interlocking auxiliary contacts 31 and 32 is connected to the control circuit power source 51 to The parallel connection circuit of the contacts 33 and 34 is connected to the control circuit power supply 51, and the firmness detecting means 127 is in the first group 3 pole with the voltage of the control circuit power supply 51 applied when the first group power converter 12 fails. The firmness of the switch can be detected, and the firmness of the second group 3 pole switch can be detected in a state where the voltage of the control circuit power supply 51 is applied when the second group power converter 22 fails. As a result, the same control as described with reference to FIG. 11 is possible.

  FIG. 13 is a circuit diagram showing a modified example of the control unit 117 including the firm traffic detection means 127 shown in FIG. In the figure, the astringent detection means 127 built in the control unit 117 uses the interlock auxiliary contact signal of the first group three-pole switch as the first input of the AND circuit, and the first group first three-pole switch 14. And the first command signal of the first group / second three-pole switch 15 as the second and third inputs of the AND circuit via the NOT circuit, respectively, In addition, the interlock auxiliary contact signal of the second group three-pole switch is used as a detection signal, the first input of another AND circuit, the second group first three-pole switch 24, and the second group second three-pole switch. Each input command signal of the switch 25 is used as the second and third inputs of the AND circuit through the NOT circuit, and FIG. 11 is also used as a firmness detection signal of the second group three-pole switch from the AND circuit. The same control as described above can be performed.

Eighth embodiment

  Next, an eighth embodiment of the railway vehicle drive control device according to the present invention will be described with reference to FIG. 10 having the same configuration and different operation. In the eighth embodiment, the operations of the DC circuit breaker 3, the first group DC circuit switch 4, and the second group DC circuit switch 9 are different. The first group DC circuit switch 4 and the second group The DC circuit switch 9 is used only for the purpose of opening the circuit between the overhead wire 1 and each power converter 12, 22 when the power converter 12, 22 of each control group fails.

  When the first group power converter 12 and the second group power converter 22 are healthy, the first group DC circuit switch 4 and the second group DC circuit switch 9 are turned on when the control circuit power supply of the control device is turned on. Is turned on and the power converters 12 and 22 are started up, the DC circuit breaker 3, the first group 3 pole switches 14 and 15 and the second group 3 pole switches 24 and 25 are turned on. Configure.

  When the power converters 12 and 22 are stopped for a long time such as when the vehicle is stopped for a long time, the DC circuit breaker 3 is opened, and the overhead wire 1 and the power converters 12 and 22 are disconnected.

  When the control unit 116 detects an overcurrent of the output current of the first group power converter 12 by the first group output current detector 19 or by the first group DC voltage detector 18, the control unit 116 When 116 detects an overvoltage of the DC circuit of the first group power converter 12, the DC circuit breaker 3 and the first group 3 pole switches 14 and 15 are opened, and the first group power converter 1 is Stop. At this time, since the DC circuit breaker 3 is opened, the second group power converter 22 also stops temporarily.

  Further, when the control unit 116 detects an overcurrent of the output current of the second group power converter 22 by the second group output current detector 28, or when the control unit 116 controls the second group DC voltage detector 29 to When the overvoltage of the DC circuit of the power converter 22 is detected, the DC circuit breaker 3 and the second group 3 pole switches 24 and 25 are opened, and the second group power converter 22 is stopped. At this time, since the DC circuit breaker 3 is opened, the first group power converter 12 is also temporarily stopped.

  When the control unit 116 detects a failure of the first group power converter 12, the DC circuit breaker 3 and the first group DC circuit switch 4 are opened, and the overhead line 1 and the first group power converter 12 are disconnected. And the first group three-pole switches 14 and 15 are opened, and the circuit between the first group power converter 12 and the first group permanent magnet motor 11 is opened. At this time, since the DC circuit breaker 3 is opened, the second group power converter 22 also stops temporarily.

  When the control unit 116 detects a failure of the second group power converter 22, the DC circuit breaker 3 and the second group DC circuit switch 9 are opened, and the overhead line 1, the second group power converter 22, And the second group three-pole switches 24 and 25 are opened, and the circuit between the second group power converter 22 and the second group permanent magnet motor 21 is opened. At this time, since the DC circuit breaker 3 is opened, the first group power converter 12 is also temporarily stopped.

  The first group three-pole switches 14 and 15 are configured so that the control circuits of the respective drive operation coils are independent. The three-phase AC circuit between the first group power converter 12 and the first group permanent magnet motor 11 can be opened. When the control unit 116 opens the first group 3 pole switches 14 and 15, if any of the first group 3 pole switches 14 and 15 is stuck and cannot be opened, the control unit 117 and FIG. As shown in FIG. 13, the firmness detection means 127 built in the control unit 117 detects the firmness of either the first group 3 pole switch 14 or 15. When the solid traffic detection signal of the first group 3 pole switch is output from the solid traffic detection means 127, the control unit 117 holds the first group DC circuit switch 4 to which the 3 pole switch is solid open. Then, the first group of circuits is also disconnected from the overhead line 1.

  Similarly, the second group three-pole switch 24, 25 has a configuration in which the control circuit of each drive operation coil is independent. The three-phase AC circuit between the second group power converter 22 and the second group permanent magnet motor 21 can be opened by the device. When the control unit 116 opens the second group 3 pole switch 14, if any of the second group 3 pole switches 24, 25 is stuck and cannot be opened, the control unit 5 is not shown in FIG. As shown in FIG. 13, the firmness of either the second group 3 pole switch 24, 25 is detected by the firmness detection means 126 or 127 built in the controller 116 or 117. When the solid traffic detection signal of the second group 3 pole switch is output from the solid traffic detection means 127, the control unit 117 holds the second group DC circuit switch 9 in which the 3 pole switch is locked open. Then, the second group of circuits is also disconnected from the overhead line 1.

  The operation of the other components is the same as that of the railway vehicle drive control device of the seventh embodiment. As a result, the same effect as described with reference to FIG. 11 can be obtained.

  In the description of the railway vehicle drive control device of the eighth embodiment described above, the operation mechanism of the first group DC circuit switch 4 and the second group DC circuit switch 9 is normally open. When the operating mechanisms of the first group DC circuit switch 4 and the second group DC circuit switch 9 are normally closed, the respective DC circuit switch input command signals output from the control unit 116 or 117 are inverted, When there is no signal, the DC circuit switches 4 and 9 are turned on, and when there is a signal, the DC circuit switches 4 and 9 are opened. Other parts of the operation of the embodiment of the present invention are the same as those described above.

  Further, in FIG. 10, the control unit 116 is described as a diagram in which there is one control unit for a plurality of control groups. However, the control unit is a first group control having input / output signals related to the first group. And a second group control unit having input / output signals related to the second group, and a common control unit having a function of turning on / off the DC circuit breaker 3 as a common component. Also good.

  In each of the first to eighth embodiments described in FIGS. 1 to 13, the first group DC circuit switch 4 and the second group DC circuit switch 9 are connected in series with the DC circuit breaker 3. This is the case where the overhead line 1 that is the power source of the railway vehicle drive control device is a DC overhead line. If the overhead line 1 is an AC overhead line, the DC circuit breaker 3 and the first group DC circuit switch 4 or the second Between the group DC circuit switch 9, a transformer and a converter for converting alternating current into direct current and supplying it to the power converter 12 are installed. In such a railway vehicle drive control device in which a transformer and a converter are installed, the circuit breaker 3 operates to disconnect the power converter including the transformer and the converter from the overhead wire 1 and the permanent magnet motor, and the DC circuit switch 4 The power converter 12 and the second power converter 22 are separated from the converter by the second group DC circuit switch 9.

Ninth embodiment

  FIG. 14 is a circuit diagram showing the configuration of the main circuit of the ninth embodiment of the railway vehicle drive control apparatus according to the present invention. In the figure, the same reference numerals are used for the same elements as in FIG. 33 showing the conventional apparatus. However, as in the above embodiments, a permanent magnet motor is used as an electric motor for driving a railway vehicle. This is an electric motor that generates an induced voltage. In addition, each of the above-described embodiments is intended for a circuit that does not have a parallel connection circuit of the DC circuit switch 5 and the resistor 6 on the load side of the DC circuit switch 4, but each of the embodiments described below will be described. As shown in FIG. 33, the configuration is intended to include a circuit in which a DC circuit switch 5 and a resistor 6 are connected in parallel.

  The ninth embodiment shown in FIG. 14 includes a first group opening switch 10 and a second group opening switch 20 in the main circuit configuration of the conventional electric vehicle drive control apparatus shown in FIG. The removed point, two contacts of the three-pole switch 15 having three contacts on two phases, for example, the U and W phases, of the three-phase AC circuit in the previous stage of the first group three-pole switch 14 The remaining one contact is connected to the DC current path on the load side of the filter reactor 16, and two phases of the three-phase AC circuit in the front stage of the second group three-pole switch 24, for example, Two contacts of the three-pole switch 25 having three contacts are connected to the U phase and the W phase, and the remaining one contact is connected to the DC current path on the load side of the filter reactor 26. The point is different from the conventional electric vehicle drive control system, and the rest And it is configured exactly the same as the drive control unit.

  In order to facilitate understanding, in the following description, the first group three-pole switch 14 is switched to the first group first three-pole switch 14, and the three-pole switch 15 is switched to the first group second three-pole switch. The second group three-pole switch 24 is referred to as a second group first three-pole switch 24, and the three-pole switch 25 is referred to as a second group second three-pole switch 25. .

  FIG. 15 is a circuit diagram showing the configuration of a control circuit for turning on and off the main circuit switch and circuit breaker shown in FIG. 14, in which the same elements as in FIG. 34 showing the conventional control circuit are shown. Are given the same reference numerals and their description is omitted. The control circuit shown in FIG. 15 includes a series connection circuit of a drive operation coil 53h and a relay 54h for controlling the first group open switch 10 of the conventional device, and a drive for controlling the second group open switch 20. Remove the series connection circuit of the operation coil 53i and the relay 54i, and instead of the series connection circuit of the drive operation coil 53e and the relay 54e to control the first group second tripolar switch 15 of the present embodiment, The relays 54a, 54b, 54c, 54d, 54f, 54e, and 54g are connected to the series connection circuit of the driving operation coil 53g and the relay 54g for controlling the second group second three-pole switch 25. The interlocking auxiliary contact 31 of the first group first three-pole switch 14 and the second group first three-pole switch 24 are provided with a control unit 131 for giving a command and one end of which is connected to the control circuit power supply 51. That the other ends of the dynamic auxiliary contact is connected to the control unit 131 is different in structure to the conventional control circuit.

  FIG. 16 is a circuit diagram showing the details of the firm / harmful detection means 125 built in the control unit 131. The firm / harmful-means 125 is a NOT that inputs the input command signal of the first group first tripolar switch 14. When the logical product condition is satisfied with the circuit and the output of this NOT circuit as the first input and the interlocking auxiliary contact signal of the first group first tripolar switch 14 as the second input, the first group first An AND circuit that outputs a solid traffic detection signal of the three-pole switch 14, a NOT circuit that inputs a closing command signal of the second group first three-pole switch 24, and an output of the NOT circuit as a first input, AND which outputs the solidity detection signal of the second group first three-pole switch 24 when the logical product condition is satisfied by using the interlocking auxiliary contact signal of the second group first three-pole switch 24 as the second input. It is composed of a circuit.

  The operation of the ninth embodiment configured as described above will be described below. When the control unit 131 outputs a closing command signal to the DC circuit breaker 3, the relay 54a is turned on, the driving operation coil 53a is excited, the DC circuit breaker 3 is turned on, and the first DC circuit switch 4 is turned on. When the turn-on command signal is output, the relay 54b is turned on, the drive operation coil 53b is excited to turn on the first DC circuit switch 4, and when the turn-on command is output to the second DC circuit switch 5, the relay 54c. Is turned on, the drive operation coil 53c is excited, and the second DC circuit switch 5 is turned on.

  Further, when the control unit 131 outputs a closing command to the first group first three-pole switch 14, the relay 54d is turned on, and the driving operation coil 53d is excited, so that the first group first three-pole switch. 14 is turned on, and when a closing command is output to the second group first three-pole switch 24, the relay 54f is turned on, the drive operation coil 53f is excited, and the second group first three-pole switch 24 is turned on. It is thrown.

  Further, when the control unit 131 outputs a closing command to the first group second tripolar switch 15, the relay 54e is turned on, and the drive operation coil 53e is excited to excite the first group second tripolar switch. 15 is turned on, and when a closing command is output to the second group second three-pole switch 25, the relay 54g is turned on, the driving operation coil 53g is excited, and the second group second three-pole switch 25 is turned on. It is thrown.

  When starting up the first group power converter 12 and the second group power converter 22, the first DC circuit switch 4, the first group first three-pole switch 14, the first group second three-pole switch The second group first tripolar switch 24 and the second group second tripolar switch 25 are turned on substantially simultaneously, and the second DC circuit switch 5 is turned on later. Until the second DC circuit switch 5 is turned on, the first group filter capacitor 17 and the second group filter capacitor 27 are charged via the resistor 6. The second DC circuit switch 5 is turned on to short-circuit the resistor 6 after the charging of the first group filter capacitor 17 and the second group filter capacitor 27 is completed. The first DC circuit switch 4 and the second DC circuit switch 5 are opened when the power converters 12 and 22 are stopped due to a long stoppage or the like.

  When a DC voltage is generated at both ends of the first group filter capacitor 17 by charging, the first group power converter 12 turns on and off the six switching elements 13U to 13Z in a predetermined order, thereby generating a DC voltage. Is converted into a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency and output. This three-phase AC voltage is supplied to the first group permanent magnet motor 11. At this time, line voltages Vuv, Vvw, Vwu are applied to the terminals of the first group permanent magnet motor 11, and U-phase current Iu, V-phase currents Iv, W are applied to the U, V, W phase windings. Three-phase AC power of phase current Iw is supplied.

  Similarly, when a DC voltage is generated at both ends of the second group filter capacitor 27 by charging, the second group power converter 22 turns on and off the six switching elements 23U to 23Z in a predetermined order. As a result, the DC voltage is converted into a three-phase AC voltage having an arbitrary voltage and an arbitrary frequency and output. This three-phase AC voltage is supplied to the second group permanent magnet motor 21. At this time, line voltages Vuv, Vvw, Vwu are applied to the terminals of the first group permanent magnet motor 11, and U-phase current Iu, V-phase currents Iv, W are applied to the U, V, W phase windings. Three-phase AC power of phase current Iw is supplied.

  Here, the DC circuit breaker 3 is functionally a kind of switch, but is turned on when the control circuit power supply of the railway vehicle drive control device is turned on, and the overhead line 1 and the first group power conversion device 12 are turned on. And the second group power converter 22, and when the control unit 102 detects a failure of the first group power converter 12 or the second group power converter 22, the power is released from the overhead line 1. Cut off the current flowing into the converter.

  The first group first three-pole switch 14 and the first group second three-pole switch 15 are connected to the control circuit power supply of the railway vehicle drive control device when the first group power converter 12 has not failed. The first group power converter 12 and the first group permanent magnet motor 11 are connected to each other, and the first group second tripolar switch 15 is connected to the overhead wire 1 and the first group power converter. 12 is connected. Similarly, the second group first three-pole switch 24 and the second group second three-pole switch 25 are the control circuit of the railway vehicle drive control device when the second group power converter 22 is not broken down. When the power is turned on, the second group power converter 22 and the second group permanent magnet motor 21 are connected, and the second group second tripolar switch 25 is connected to the overhead line 1 and the second group power. The conversion device 22 is connected.

  Next, when the control unit 131 detects an overcurrent of the output current of the first group power converter 12 using the first group output current detector 19, or when the first group DC voltage detector 18 detects the first group power conversion. When an overvoltage of the DC circuit of the device 12 is detected, the first DC circuit switch 4, the second DC circuit switch 5, and the first group first three-pole switch 14 are opened, The group power converter 12 is stopped. At this time, since the first DC circuit switch 4 and the second DC circuit switch 5 are opened, the second group power converter 22 is also temporarily stopped.

  Similarly, when the control unit 131 detects an overcurrent of the output current of the second group power converter 22 using the second group output current detector 29, or when the second group DC voltage detector 28 detects the second group power converter 28. When the overvoltage of the DC circuit 22 is detected, the first DC circuit switch 4, the second DC circuit switch 5, the second group, the first three-pole switch 24 are opened, and the second group The power converter 22 is stopped. At this time, since the first DC circuit switch 4 and the second DC circuit switch 5 are opened, the first group power converter 12 is also temporarily stopped.

  Next, when the control unit 131 detects a failure of the first group power converter 12, the DC circuit breaker 3, the first DC circuit switch 4, the second DC circuit switch 5, and the first group. The first three-pole switch 14 is opened to stop the first group power converter 12, and the first group second three-pole switch 15 is opened to connect the overhead line 1 and the first group power converter 12. The circuit between the first group power converter 12 and the first group permanent magnet motor 11 is opened. At this time, since the DC circuit breaker 3, the first DC circuit switch 4, and the second DC circuit switch 5 are opened, the second group power converter 22 is also temporarily stopped. When the healthy second group power converter 22 is restarted after disconnecting the failed first group power converter 12, the DC circuit breaker 3, the first DC circuit switch 4, and the second The DC circuit switch 5 and the second group first three-pole switch 24 are turned on and started.

  Similarly, when the control unit 131 detects a failure of the second group power converter 22, the DC circuit breaker 3, the first DC circuit switch 4, the second DC circuit switch 5, and the second group. The first three-pole switch 24 is opened (turned off) to stop the second group power conversion device 22, and the second group second three-pole switch 25 is opened to convert the overhead line 1 and the second group power conversion. The circuit between the device 22 is opened and the circuit between the second group power converter 22 and the second group permanent magnet motor 21 is opened. At this time, since the DC circuit breaker 3, the first DC circuit switch 4, and the second DC circuit switch 5 are opened, the first group power converter 12 is also temporarily stopped. When the healthy second group power converter 12 is restarted after disconnecting the failed second group power converter 22, the DC circuit breaker 3, the first DC circuit switch 4, and the second The DC circuit switch 5 and the first group first three-pole switch 14 are turned on and activated.

  Further, when the first group first three-pole switch 14 is opened, if the first group first three-pole switch 14 cannot be opened due to firmness, the control unit 131, as shown in FIG. The solid traffic detection means 125 built in the control unit 131 detects the solid traffic of the first group first three-pole switch 14 and opens the first group second three-pole switch 15. The solid astringency detecting means 125 receives the first group first tripolar switch input command signal and the first group first input from the interlocking auxiliary contact 31 of the first group first tripolar switch 14 to the control unit 131. By comparing the interlocking auxiliary contact signals of the three-pole switch 14, the first group of first three-pole switches is judged to be solid when there is an interlocking auxiliary contact signal even though there is no input command signal for the first three-pole switch. A firm traffic detection signal of the first three-pole switch 14 of the first group is output. When the traffic jam detection signal is output from the traffic jam detection means 125, the controller 131 turns off the input command signal of the first group 2nd 3 pole switch 15 and the 1st group 2nd 3 pole switch. 15 is released. This prevents current from continuing to flow from the rotating permanent magnet motor 11 to the first group power converter 12.

  Similarly, when the second group first three-pole switch 24 is opened, if the second group first three-pole switch 24 is stuck and cannot be opened, the control unit 131 is as shown in FIG. In addition, the firmness of the second group first three-pole switch 24 is detected by the firmness detecting means 125 incorporated in the control unit 131, and the second group second three-pole switch 25 is opened. The solid astringency detecting means 125 receives the second group first three-pole switch input command signal and the second group first input from the interlocking auxiliary contact 33 of the second group first three-pole switch 24 to the control unit 131. Compare the interlocking auxiliary contact signal of the three-pole switch 24, and if there is an interlocking auxiliary contact signal even though there is no input command signal of the second group first three-pole switch 24, it is determined that it is firm The firmness detection signal of the 2nd group 1st 3 pole switch 24 is output. When the traffic jam detection signal is output from the traffic jam detection means 125, the controller 131 turns off the input command signal of the second group 2nd 3 pole switch 25 and the 2nd group 2nd 3 pole switch. 25 is released. This prevents the current from continuing to flow from the rotating permanent magnet motor 21 to the second group power converter 22.

  The first group / second three-pole switch 15 includes the two-phase and first group power converters in the three-phase AC circuit between the first group power converter 12 and the first group permanent magnet motor 11. A contact is connected to the DC side circuit of 12, and the first group power conversion failed due to the induced voltage of the first group permanent magnet motor 11 by opening two of the three phases with two contacts. Current is prevented from flowing to the device 11, and the remaining one contact reliably disconnects the first group power converter 12 from the overhead wire 1.

  Further, the second group second three-pole switch 25 includes a two-phase and second group power conversion device in a three-phase AC circuit between the second group power conversion device 22 and the second group permanent magnet motor 21. 22 is connected to the DC side circuit, and the second group power conversion that is broken by the induced voltage of the second group permanent magnet motor 21 by opening two of the three phases with two contacts. The current is prevented from flowing to the device 21, and the remaining one contact reliably disconnects the second group power converter 22 from the overhead wire 1.

  Thus, according to the ninth embodiment described with reference to FIGS. 14 to 16, the power converter that drives the permanent magnet motor of the railway vehicle fails, and the power converter and the permanent magnet motor Even when the three-pole switch between them is stiff, it is possible to disconnect the AC circuit between the power converter and the permanent magnet motor, thereby stopping the power due to the induced voltage of the permanent magnet motor during forwarding The railway vehicle can be routed to a required place while protecting the conversion device from being damaged.

  Further, in a state where one of the power conversion devices that respectively drive a plurality of permanent magnet motors of the railway vehicle has failed, only the corresponding power conversion device is disconnected from the power source and the permanent magnet motor, so that the permanent magnet motor can be Drive the remaining healthy permanent magnet motor to protect the power converter that is stopped by the induced voltage from damage, and continue operation of the railway vehicle, or forward to the required location. Can do.

<Modification of Ninth Embodiment>
FIG. 17 shows a configuration of the control unit 132 as a modified example of the above-described embodiment. OR circuit for obtaining a logical sum with a failure detection signal of the group power converter 12, an AND circuit for obtaining a logical product of the output of the OR circuit and an opening operation command signal from the crew, and a latch circuit for latching the output of the AND circuit The NOT circuit that inverts the output of the latch circuit and outputs the input command signal of the first group / second three-pole switch 15, the traffic jam detection signal of the second group / first three-pole switch 24, and the first OR circuit for calculating the logical sum of the failure detection signal of the second group power converter 22, an AND circuit for calculating the logical product of the output of this OR circuit and the opening operation command signal from the crew, and a latch for latching the output of this AND circuit Circuit, the output of this latch circuit The relay circuit 54e or the relay 54g (see FIG. 15) is controlled to be turned on / off by newly adding a NOT circuit that reverses and outputs the input command signal of the second group second three-pole switch 25. Is.

  With this configuration, when the first group second three-pole switch 15 is opened, the failure of the first group power converter 12 and the solidity of the first group first three-pole switch 14 are due to the crew of the railway vehicle. When the first group and the second three-pole switch 15 are opened by the operation of the crew, and the first group and the second three-pole switch 15 are once opened (off), the first group The open state is maintained until the failure of the power conversion device 12 is restored or the firmness of the first group first three-pole switch 14 is restored. Similarly, after the failure of the second group power conversion device 22 and the firmness of the second group first three-pole switch 24 are notified to the crew of the railway vehicle, the second group second 3 by operation of the crew Once the pole switch 25 is opened and the second group second three pole switch 25 is opened (turned off), the failure of the second group power converter 22 is recovered or the second group first 3 The open state is maintained until the firmness of the pole switch 24 is restored. Thereby, the first group power conversion device 12 or the second group power conversion device 22 giving priority to the determination of the crew can be disconnected and restored.

  In FIG. 15, only signals related to the present invention are described as signals input to the control unit 131 and output from the control unit 131 for easy understanding of the operation of the ninth exemplary embodiment of the present invention. is doing.

  Further, in the railway vehicle drive control device shown in FIG. 14, two of the three contacts of the first group second tripolar switch 15 are connected to the first group output current detector 19 and the first group first. Although provided between the three-pole switch 14, the first group second three-pole switch 15 is a three-phase AC circuit between the first group power converter 12 and the first group permanent magnet motor 11. Since it is provided for the purpose of preventing a three-phase current from flowing, it may be provided between the first group power converter 12 and the first group output current detector 19 or the first group first three poles. It may be provided between the switch 14 and the first group permanent magnet motor 11. Similarly, in FIG. 14, two of the three contacts of the second group / second three-pole switch 25 are connected between the second group output current detector 29 and the second group / first three-pole switch 24. However, the second group second three-pole switch 25 does not flow the three-phase current of the three-phase AC circuit between the second group power converter 22 and the second group permanent magnet motor 21. Therefore, even if it is provided between the second group power converter 22 and the second group output current detector 29, the second group first three-pole switch 24 and the second group permanent It may be provided between the magnet motor 21.

  Further, in FIG. 14, one of the three contacts of the first group second tripolar switch 15 is provided between the first group filter reactor 16 and the first group filter capacitor 17. Since the child is provided for the purpose of disconnecting the circuit between the first group power converter 12 and the DC power source, the second DC circuit switch 5 and the first group filter reactor 16 are connected as shown in FIG. 19 may be provided between the first group power converter 12 and the first group DC voltage detector 18 as shown in FIG. 19, and further as shown in FIG. It may be provided between the group filter capacitor 17 and the first group DC voltage detector 18. Similarly, in FIG. 14, one of the three contacts of the second group / second three-pole switch 25 is provided between the second group filter reactor 26 and the second group filter capacitor 27. Since the contact is provided for the purpose of disconnecting the circuit between the second group power converter 22 and the DC power source, the second DC circuit switch 5 and the second group filter reactor 26 are provided as shown in FIG. 19 may be provided between the second group power converter 22 and the second group DC voltage detector 28 as shown in FIG. 19, and further as shown in FIG. It may be provided between the second group filter capacitor 27 and the second group DC voltage detector 28.

  Further, in FIG. 15, the control unit 131 is described as an example in which there is one control unit for a plurality of control groups. However, the control unit 131 is a first group control having input / output signals related to the first group. A second group control unit having input / output signals related to the second group, a DC circuit breaker 3, a first DC circuit switch 4, and a second DC circuit switch 5 as common components. It is good also as a structure divided | segmented and provided in the common control part which has an injection | throwing-in / release function.

  Furthermore, in the ninth embodiment of the present invention shown in FIG. 14 and FIGS. 18 to 20, the number of permanent magnet motors that are controlled by one railcar drive control device is shown as two units. However, when the number of permanent magnet motors is increased from two to three or four, the third group and the fourth group are added as a control group to the configuration of FIG. This is only an increase in the number of control groups, and the operation of each part in the embodiment of the present invention is the same.

Tenth embodiment

  FIG. 21 is a circuit diagram showing the configuration of the main circuit of the tenth embodiment of the railway vehicle drive control apparatus according to the present invention. In FIG. 21, the same elements as those in FIG. 14 showing the ninth embodiment are shown. The same reference numerals are given and description thereof is omitted. In this embodiment, a permanent magnet motor that drives a railway vehicle, a power converter, a first three-pole switch, a second three-pole switch, and an output current detector are combined into one control group. It is configured as. The DC circuit breaker 3, the first DC circuit switch 4, the second DC circuit switch 5, the resistor 6, the filter reactor 16, the filter capacitor 17, and the DC voltage detector 18 are included in a plurality of control groups. In contrast to the ninth embodiment, the filter reactor 16, the filter capacitor 17, and the DC voltage detector 18 are common to a plurality of control groups. The difference is that it is an element. Other components are the same as those in the ninth embodiment.

  In the tenth embodiment shown in FIG. 21, two of the three contacts of the first group second tripolar switch 15 are connected to the first group output current detector 19 and the first group first. However, the first group second three pole switch 15 is a three-phase AC circuit between the first group power converter 12 and the first group permanent magnet motor 11. Therefore, even if it is provided between the first group power conversion device 12 and the first group output current detector 19, the first group first 3 is also provided. It may be provided between the pole switch 14 and the first group permanent magnet motor 11. Similarly, in FIG. 8, two of the three contacts of the second group / second three-pole switch 25 are connected between the second group output current detector 29 and the second group / first three-pole switch 24. However, even if it is provided between the second group power converter 22 and the second group output current detector 29, the second group first three-pole switch 24 and the second group permanent magnet motor 21 are also provided. You may provide between.

  Thus, according to the tenth embodiment, the same effect as described in the ninth embodiment can be obtained.

Eleventh embodiment

  Next, an eleventh embodiment of the railway vehicle drive control device according to the present invention will be described with reference to FIGS. Among these, FIG. 22 is a control circuit applied to the main circuit shown in FIGS. 14, 18, 19 and 20, respectively, and the same elements as those in FIG. To do. The control unit 133 shown in FIG. 22 has each of the interlocking auxiliary contact 31 of the first group first three-pole switch 14 and the interlocking auxiliary contact 32 of the second group first three-pole switch 24 shown in FIG. In addition to inputting signals, the control unit 131 shown in FIG. 15 is configured to input signals from the interlocking auxiliary contact 35 of the DC circuit breaker 3 and the interlocking auxiliary contact 36 of the first group DC circuit switch 4. The other signal output paths are configured the same as in FIG.

  FIG. 23 is a control circuit for turning on and off the main circuit switch and circuit breaker, and in particular, turning on the first group, the second three-pole switch 15 and the second group, the second three-pole switch 25. It is a circuit diagram which shows the structure of the part which produces | generates a command signal, In the figure, the same code | symbol is attached | subjected to the same element as FIG. 17 which shows 9th Embodiment, and the description is abbreviate | omitted. The control unit 133 shown in FIG. 23 sends the signal of the interlocking auxiliary contact 35 of the DC circuit breaker 3 through the NOT circuit to the path for inputting the opening command signal from the crew in the control unit 132 shown in FIG. The first input of the OR circuit, the signal of the interlocking auxiliary contact 36 of the first DC circuit switch 4 as the second input of the OR circuit through the NOT circuit, and the output signal of this OR circuit as the aforementioned crew member The configuration is different from the control unit 132 shown in FIG. 17 in that it is added in place of the release command signal from, and the other configuration is the same as that of the control unit 132.

  The operation of the eleventh embodiment configured as described above will be described below with a focus on differences in configuration from FIGS. 15 and 17. When the control unit 133 detects a failure of the first group power converter 12 or a firmness of the first group first three-pole switch 14, the control unit 133 controls when the first group second three-pole switch 15 is opened. The part 133 opens the first group second tripolar switch 15 on condition that the DC circuit breaker 3 or the first DC circuit switch 4 is opened as shown in FIG.

  Similarly, when the control unit 133 detects a failure of the second group power converter 22 or a firmness of the second group first three-pole switch 24, the second group second three-pole switch 25 is opened. At this time, the control unit 133 opens the second group second three-pole switch 25 on condition that the DC circuit breaker 3 or the first DC circuit switch 4 is opened as shown in FIG.

  This operation is performed by the DC circuit breaker 3 or the DC circuit switch 4 originally having the capability of cutting off the DC current to interrupt the current of the DC side circuit. The contact of the second group second three-pole switch 25 is considered so as not to cut off the direct current, and the first group second three-pole switch 15 or the second group second three-pole switch 25. Even if the performance of the contactor cannot cut off the direct current, the opening of the direct current circuit breaker 3 or the first direct current circuit switch 4 causes the first group power converter 12 or the second group power converter 22 to This is a system in which the first group second tripolar switch 15 is opened in a state where no current flows to the DC circuit side.

  In general, when a contact of a switch is designed to have a performance capable of interrupting a direct current, the structure becomes more complicated and larger than a contact having a performance capable of interrupting only an alternating current of the same current value (size). Therefore, according to the railway vehicle drive control device of the present embodiment, it is possible to reduce the outer shape and weight of the three-pole switch.

  FIG. 24 shows a modification in which the timing of opening the first group / second three-pole switch 15 or the second group / second three-pole switch 25 is left to the crew member's judgment. That is, an AND circuit is connected to the output system of the OR circuit that inputs the interlocking auxiliary contact signal of the DC circuit breaker 3 and the interlocking auxiliary contact signal of the first DC circuit switch 4 via the NOT circuit. The output of the OR circuit is used as the first input of the AND circuit, and the opening operation command signal from the crew is used as the second input of the AND circuit to control the output timing of the OR circuit. Thus, once the first group second three-pole switch 15 or the second group second three-pole switch 25 is opened, the failure of the first group power converter 12 is restored or the first group The open state is maintained until the firmness of the first group of first three-pole switches 14 is restored.

  Instead of connecting an AND circuit to the output system of the OR circuit that inputs the interlocking auxiliary contact signal of the DC circuit breaker 3 and the interlocking auxiliary contact signal of the first DC circuit switch 4 through the NOT circuit, respectively. The second group of the first group and the second group of three poles are respectively connected to the path for supplying the control power to the drive operation coil 53e and the path for supplying the control power to the drive operation coil 53g of the first group second tripolar switch in FIG. With the AND logic of the turn-on command signal of the switch 15 and the second group second three-pole switch 25 being turned off and the opening operation command from the crew member, You may make it comprise a circuit so that the control power supply to the drive operation coil 53g of the drive operation coil 53e and the 2nd group 2nd 3 pole switch 25 may be turned off.

  Thus, according to the eleventh embodiment of the railway vehicle drive control device of the present invention, in addition to the effects of the ninth embodiment and the tenth embodiment, the second 3 of each control group. It is possible to apply a contact to the pole switch that does not cut off the current of the DC circuit (for example, the AC current can be cut off but the DC current cannot be cut off). It is possible to avoid an increase in the size and cost of the three-pole switch caused by designing the performance to an excessive level.

  In the above description, the operation mechanism of the second three-pole switches 15 and 25 of each control group is normally open. When the operation mechanism of the second three-pole switch 15 or 25 is normally closed, the input command signal of each three-pole switch output from the control unit 133 is inverted, and the signal is off (when there is no signal). ) When the second three-pole switches 15 and 25 are turned on and the signal is on (when there is a signal), the second three-pole switches 15 and 25 are opened. Other parts of the operation of the embodiment of the present invention are the same as those described above.

  In FIG. 22, the control unit 133 is described as having one control unit for a plurality of control groups. However, the control unit is a first group control unit having input / output signals related to the first group. And a second group controller having input / output signals related to the second group, and a DC circuit breaker 3, a first DC circuit switch 4, and a second DC circuit switch 5 as common components. In addition, it may be configured to be divided into a common control unit having an opening function.

12th embodiment

  FIG. 25 is a circuit diagram showing the configuration of the main circuit of the twelfth embodiment of the railway vehicle drive control apparatus according to the present invention. The same elements as those of the ninth embodiment shown in FIG. The description is abbreviate | omitted and attached | subjected. In this embodiment, a first group input current detector 41 and a second group input current detector 42 are provided in addition to the configuration of the ninth embodiment shown in FIG. The first group input current detector 41 is provided on the negative side of the DC side circuit of the first group power converter 12, but is provided for the purpose of detecting the current of the DC side circuit of the power converter. You may provide between the DC circuit side contact of the 1st group 2nd 3 pole switch 15, and the 1st group filter capacitor 17. Similarly, the second group input current detector 42 is provided on the minus side of the DC side circuit of the second group power converter 22, but the second group input current detector 42 is connected to the DC circuit side contact of the second group second three-pole switch 25. It may be provided between the second group filter capacitor 27. Regarding the other components, the same components as those in the first embodiment shown in FIG. 1 are denoted by the same reference numerals.

  The configuration for exciting the respective drive operation coils to turn on and open the switches and circuit breakers constituting the main circuit of the twelfth embodiment is the same as in FIG. The internal configuration is different.

  FIG. 26 is a circuit diagram showing a detailed configuration of the control unit 135 corresponding to the provision of the first group input current detector 41 and the second group input current detector 42 in the main circuit. The same elements as those of the control unit 132 shown in FIG. When the control unit 135 detects the failure of the first group power converter 12 or the firmness of the first group first three-pole switch 14, the control unit 135 opens the first group second three-pole switch 15. The absolute value of the detection signal of the first group input current detector 41 is detected by the absolute value detector ABS, and it is confirmed that the value is less than the current value set by the upper / lower limit setting unit. The opening command of the second three-pole switch 15 can be output. This operation takes into consideration the case where the contactor performance of the first group second tripolar switch 15 cannot cut off the current of the DC circuit, and is provided on the DC circuit side of the first group power converter 12. This is a system in which the first group second tripolar switch 15 is opened in a state where the current of the contact portion of the first group second tripolar switch is smaller than a preset current value.

  Similarly, the control unit 135 opens the second group second three-pole switch 25 when it detects a failure of the second group power conversion device 22 or a firmness of the second group first three-pole switch 24. The absolute value of the detection signal of the second group input current detector 42 is detected by the absolute value detector ABS, and it is confirmed that the value is less than the current value set by the upper / lower limit setting device. The opening command of the second group second three-pole switch 25 can be output. This operation takes into consideration the case where the performance of the contact of the second group second three-pole switch 25 cannot cut off the current of the DC circuit, and is provided on the DC circuit side of the second group power converter 22. In this method, the second group second three-pole switch 25 is opened in a state where the current in the circuit of the contact portion of the second group second three-pole switch is smaller than a preset current value.

  The timing of opening the first group second three-pole switch 15 is different from the case where the control unit 135 performs as described above, and the failure of the first group power converter 12 or the first group first three poles. In the case where the first group second tripolar switch 25 is opened by the crew member operation after notifying the train crew of the switch 14 to the railway vehicle crew member, an opening operation command from the crew member as shown in FIG. A signal is input to the control unit 136, and the first group second three-pole switch input command signal output from the control unit 136 under the logical product condition with the opening operation command signal from the crew in the control unit 136 Turned off. As another configuration example, the control power supply circuit to the drive operation coil 53e of the first group second tripolar switch in FIG. The circuit is configured so that the control power supply to the drive operation coil 53e of the first group second tripolar switch is turned off with the AND logic of the signal turned off and the opening operation command from the crew. You can also Once the first group second three-pole switch 15 is opened, the failure of the first group power converter 12 is restored or until the firmness of the first group first three-pole switch 14 is restored. The open state is maintained.

  Similarly, the timing of opening the second group second three-pole switch 25 is different from the case where the control unit 135 performs as described above, the failure of the second group power converter 22 or the second group first switch. In the case where the second group and the second three-pole switch 25 are opened by operating the crew after notifying the crew of the three-pole switch 24 to the crew of the railway vehicle, as shown in FIG. An opening operation command signal is input to the control unit 136, and the second group second three-pole switch is output from the control unit 136 in the control unit 136 with a logical product condition with the opening operation command signal from the crew. The command signal is turned off. As another configuration example, the control power supply circuit to the drive operation coil 53g of the second group second three-pole switch in FIG. A circuit so that the control power supply to the drive operation coil 53g of the second group second tripolar switch is turned off under the logical product condition that the signal is turned off and the opening operation command from the crew. Can also be configured. Once the second group second three-pole switch 25 is opened, the failure of the second group power converter 22 is restored or until the firmness of the second group first three-pole switch 24 is restored. The open state is maintained.

  Thus, according to the eleventh embodiment of the railway vehicle drive control device of the present invention, in addition to the effects of the ninth embodiment and the tenth embodiment, the second 3 of each control group. For the pole switch, it is possible to apply a contact whose performance of the contact cannot interrupt the current of the DC circuit (for example, AC current can be interrupted but DC current of the same current value (size) cannot be interrupted), It is possible to avoid an increase in size and cost of the three-pole switch caused by designing the performance of the contact of the three-pole switch to an excessive performance.

  In the above description, the operation mechanism of the second three-pole switches 15 and 25 of each control group is normally open. When the operation mechanism of the second three-pole switches 15 and 25 is normally closed, the input command signals of the respective three-pole switches output from the control unit 136 are inverted, and the second three-pole switches when the signals are off. When the switches 15 and 25 are turned on and the signal is on (when there is a signal), the second three-pole switches 15 and 25 are opened. Other parts of the operation of the embodiment of the present invention are the same as those described above.

  Here, in the railway vehicle drive control apparatus shown in FIG. 25, one of the three contacts of the first group second tripolar switch 15 is connected to the first group filter reactor 16 and the first group filter capacitor 17. Although this contactor is provided for the purpose of disconnecting the circuit between the first group power converter 12 and the DC power supply, the second DC circuit switch 5 is provided as shown in FIG. And a contact between the first group power converter 12 and the first group DC voltage detector 18 as shown in FIG. In addition, the first group input current detector 41 may be provided between the first group power converter 12 and the first group DC voltage detector 18, and the contact is connected to the first group filter capacitor as shown in FIG. 30. 17 and the first group DC voltage detector 18. Rutotomoni the first group input current detector 41 and the first group filter capacitor 17 may be provided between the first group DC voltage detector 18. Similarly, in FIG. 25, one of the three contacts of the second group / second three-pole switch 25 is provided between the second group filter reactor 26 and the second group filter capacitor 27. A contact may be provided in the circuit between the second DC circuit switch 5 and the second group filter reactor 26 as shown in FIG. 28, or the contact may be provided in the second group power converter as shown in FIG. 22 and the second group DC voltage detector 28 and a second group input current detector 42 may be provided between the second group power converter 22 and the second group DC voltage detector 28. Further, as shown in FIG. 30, a contact is provided between the second group filter capacitor 27 and the second group DC voltage detector 28, and a second group input current detector 42 is provided between the second group filter capacitor 27 and the second group filter capacitor 27. Provided between the group DC voltage detector 28 It may be.

Thirteenth embodiment

  FIG. 31 is a circuit diagram showing the configuration of the main circuit of the thirteenth embodiment of the railway vehicle drive control apparatus according to the present invention. The same elements as those of the ninth embodiment shown in FIG. The description is abbreviate | omitted and attached | subjected. This embodiment includes a permanent magnet motor that drives a railway vehicle, a power converter, a first three-pole switch, a second three-pole switch, an output current detector, and an input current detector. One control group is combined.

  The DC circuit breaker 3, the first DC circuit switch 4, the second DC circuit switch 5, the resistor 6, the filter reactor 16, the filter capacitor 17, and the DC voltage detector 18 are: A circuit is configured as a common component for a plurality of control groups. Compared to the above-described twelfth embodiment, the filter reactor 16, the filter capacitor 17, and the DC voltage detector 18 have a plurality of controls. It differs in that it is a common component for the group.

  Other configurations and the operation of each component are the same as those in the twelfth embodiment.

  In the railway vehicle drive control apparatus shown in FIG. 31, two of the three contacts of the first group second three-pole switch 15 are connected to the first group output current detector 19 and the first group first third. Although provided between the pole switch 14 and the first group, the second three-pole switch 15 is a three-phase AC circuit 3 between the first group power converter 12 and the first group permanent magnet motor 11. Since it is provided for the purpose of preventing the phase current from flowing, even if it is provided between the first group power converter 12 and the first group output current detector 19, the first group first three-pole switching It may be provided between the container 14 and the first group permanent magnet motor 11. Similarly, in FIG. 31, two of the three contacts of the second group / second three-pole switch 25 are connected between the second group output current detector 29 and the second group / first three-pole switch 24. However, even if it is provided between the second group power converter 22 and the second group output current detector 29, the second group first three-pole switch 24 and the second group permanent magnet motor 21 are also provided. You may provide between.

  Thus, according to the thirteenth embodiment of the railway vehicle drive control device of the present invention, the same effect as in the ninth embodiment or the tenth embodiment can be obtained.

Fourteenth embodiment

  The fourteenth embodiment of the railway vehicle drive control device according to the present invention is the respective control group in the rail vehicle drive control device according to any one of the ninth to thirteenth embodiments. The first three-pole switch and the second three-pole switch have the same rating and performance, and are configured by a three-pole switch having the same rating and performance.

  In particular, as described in the eleventh embodiment to the thirteenth embodiment shown in FIGS. 22 to 31, the performance of the contact of the three-pole switch is not limited as long as the alternating current can be interrupted. 1) of the first three-pole switch and the three contacts provided with contacts only in the AC circuit of each control group. It is easier to share the rating and performance of the second three-pole switch provided with one in the DC circuit.

  Thus, according to the fourteenth embodiment of the railway vehicle drive control device according to the present invention, in addition to the effects of the railway vehicle drive control device according to the ninth to thirteenth embodiments, a plurality of three-pole switches are provided. By using the same three-pole switch with the same rating and performance, the number of three-pole switches built in the railway vehicle drive control system can be reduced to one, facilitating management of components. And easy maintenance.

  In each of the ninth to thirteenth embodiments shown in FIGS. 14 to 31, the DC circuit switches 4 and 5 are provided in series with the circuit breaker 3. When the overhead wire 8 is a DC overhead wire, and the overhead wire 1 is an AC overhead wire, the AC power source is converted into DC power between the circuit breaker 3 and the power converters 12 and 22 to convert the power converters 12 and 22. Transformers and converters will be installed to supply the inverter. Further, instead of the DC circuit switches 4 and 5, a switch for turning on and opening an AC circuit between the transformer and the converter is provided. In such a railway vehicle drive control device in which the transformer and the converter are installed, the circuit breaker 3 operates to disconnect the power conversion device including the transformer and the converter from the overhead wire 1 and the permanent magnet motor. The power converters 12 and 22 are disconnected from the converter by the two three-pole switches 15 and 25.

15th embodiment

  In each of the above-described embodiments, a single power conversion device that converts a direct current of a direct current power source into a three-phase alternating current of an arbitrary voltage and an arbitrary frequency and supplies it to a single permanent magnet motor that drives a vehicle, three The first three-pole switch and three contacts, each of which is connected to all phases of a three-phase AC circuit, and two of these contacts A child is connected to any two phases of the three-phase AC circuit in series with the contact of the first three-pole switch, and the remaining one contact is a direct current between the DC power source and the power converter. Although a description has been given of an apparatus including two control groups in which a second three-pole switch connected to a circuit is a control group, the present invention is not limited to this, and n is 3 One unit that drives the vehicle by converting the direct current of the direct current power source into an n-phase alternating current of an arbitrary voltage and an arbitrary frequency as the above integers A first n-pole switch having n contacts, each of which is connected to all phases of an n-phase AC circuit, n And n-1 of these contacts are connected to any n-1 phase of the n-phase AC circuit in series with the contacts of the first n-pole switch, The remaining one contact is provided with a plurality of control groups in which the second n-pole switch connected to the DC circuit between the DC power source and the power converter is used as a unit control group. The invention can be applied.

1 is a circuit diagram showing a configuration of a first embodiment of a railway vehicle drive control device according to the present invention. The circuit diagram which shows the structure of the solid astringency detection means incorporated in the control part which comprises 1st Embodiment. The circuit diagram which shows the structure of 2nd Embodiment of the rail vehicle drive control apparatus which concerns on this invention. The circuit diagram which shows the structure of the solid astringency detection means incorporated in the control part which comprises 2nd Embodiment. The circuit diagram which shows the structure of 3rd Embodiment of the rail vehicle drive control apparatus which concerns on this invention. The circuit diagram which shows the structure of 4th Embodiment of the rail vehicle drive control apparatus which concerns on this invention. The circuit diagram which shows the structure of the solid traffic detection means of the control part which comprises 4th Embodiment. The circuit diagram which shows the structure of 5th Embodiment of the rail vehicle drive control apparatus which concerns on this invention. The circuit diagram which shows the structure of the astringent detection means of the control part which comprises 5th Embodiment. The circuit diagram which shows the structure of the 6th and 8th embodiment of the rail vehicle drive control apparatus which concerns on this invention. The circuit diagram which shows the structure of the solid traffic detection means of the control part which comprises 6th Embodiment. The circuit diagram which shows the structure of a control part in 7th Embodiment of the rail vehicle drive control apparatus which concerns on this invention. The circuit diagram which shows the modification of the control part of 7th Embodiment. The circuit diagram which shows the structure of the main circuit of 9th Embodiment of the rail vehicle drive control apparatus which concerns on this invention. The circuit diagram which shows the structure of the control circuit which comprises 9th Embodiment. The circuit diagram which shows the detailed structure of the firm traffic detection means which the control circuit of 9th Embodiment incorporates. The circuit diagram which shows the structure of the modification of the control circuit which comprises 9th Embodiment. The circuit diagram which shows the structure of the modification of the main circuit of 9th Embodiment. The circuit diagram which shows the structure of the modification of the main circuit of 9th Embodiment. The circuit diagram which shows the structure of the modification of the main circuit of 9th Embodiment. The circuit diagram which shows the structure of the main circuit of 10th Embodiment of the rail vehicle drive control apparatus which concerns on this invention. The circuit diagram which shows the structure of a control circuit in 11th Embodiment of the rail vehicle drive control apparatus which concerns on this invention. The circuit diagram which shows the detailed structure of the control part of 11th Embodiment. The circuit diagram which shows the detailed structure of the modification of the control part of 11th Embodiment. The circuit diagram which shows the structure of the main circuit of 12th Embodiment of the rail vehicle drive control apparatus which concerns on this invention. The circuit diagram which shows the detailed structure of the control part of 12th Embodiment. The circuit diagram which shows the detailed structure of the modification of the control part of 12th Embodiment. The circuit diagram which shows the structure of the modification of the main circuit of 12th Embodiment. The circuit diagram which shows the structure of the modification of the main circuit of 12th Embodiment. The circuit diagram which shows the structure of the modification of the main circuit of 12th Embodiment. The circuit diagram which shows the structure of the main circuit of 13th Embodiment of the rail vehicle drive control apparatus which concerns on this invention. The circuit diagram which shows the structure of the conventional 1st railway vehicle drive control apparatus. The circuit diagram which shows the structure of the conventional 2nd railway vehicle drive control apparatus. The circuit diagram which showed the structure of the control circuit of the conventional 2nd railway vehicle drive control apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Overhead line 2 Current collector 3 DC circuit breaker 4 DC circuit switch (1st DC circuit switch, 1st group DC circuit switch)
5 DC circuit switch (second DC circuit switch)
6 resistor 7 wheel 8 rail 9 second group DC circuit switch 11 permanent magnet motor (first group permanent magnet motor)
12 power converter (first group power converter)
14 3 pole switch (1st 3 pole switch, 1st group 1st 3 pole switch)
15 2nd 3 pole switch (1st group 2nd 3 pole switch)
16 Filter reactor (first group filter reactor)
17 Filter capacitor (first group filter capacitor)
18 DC voltage detector (Group 1 DC voltage detector)
19 Output current detector (first group output current detector)
21 Permanent magnet motor (second group permanent magnet motor)
22 Power converter (second group power converter)
24 1st 3 pole switch (2nd group 1st 3 pole switch)
25 2nd 3 pole switch (2nd group 2 pole 3 switch)
26 Filter reactor (second group filter reactor)
27 Filter capacitor (second group filter capacitor)
28 DC voltage detector (second group DC voltage detector)
29 Output current detector (second group output current detector)
3e, 31-36 Interlocking auxiliary contact 41 First group input current detector 42 Second group input current detector 53a-53i Drive operation coils 54a-54i Relays 111-117, 131-136 Control units 121, 122, 124-127 Solid traffic detection means

Claims (11)

A power converter for converting a direct current of a direct current power source into a three-phase alternating current of an arbitrary voltage and an arbitrary frequency and supplying the converted permanent magnet motor to drive the vehicle;
A first and a second three-pole switch provided in a three-phase AC circuit between the power converter and the permanent magnet motor, and connected so that respective contacts are in series for each phase;
A control unit for controlling the operation of opening and closing the first and second three-pole switches;
And the control unit has solid astringency detecting means for detecting that the first three-pole switch cannot be opened due to astringency, and the second three-pole switch is turned on during normal operation. A railway vehicle drive control device that maintains the state and opens the second three-pole switch when the firmness is detected during the opening operation of the first three-pole switch. The power conversion device and the permanent magnet motor are supplied to a single power conversion device that converts a direct current of a direct current power source into a three-phase alternating current of an arbitrary voltage and an arbitrary frequency and supplies it to a single permanent magnet motor that drives the vehicle. A plurality of controls that are provided in each three-phase AC circuit between the first and second three-pole switches connected in series for each phase to form a unit control group Group,
A control unit for controlling the operation of turning on and off the first and second three-pole switches of the plurality of control groups;
And the control unit includes solid astringency detection means for detecting that the first three-pole switch of the plurality of control groups is astringent and cannot be opened, and is configured to control the plurality of controls during normal operation. When the second three-pole switch of the group is held in the on state, and the firmness of the first three-pole switch of any one of the plurality of control groups is detected, the plurality A railway vehicle drive control device that opens all the second three-pole switches in the control group. A power converter for converting a direct current of a direct current power source into a three-phase alternating current of an arbitrary voltage and an arbitrary frequency and supplying the converted permanent magnet motor to drive the vehicle;
A DC circuit breaker provided between the DC power supply and the power converter;
A first and a second three-pole switch provided in a three-phase AC circuit between the power converter and the permanent magnet motor, and connected so that respective contacts are in series for each phase;
A controller for controlling the operation of opening and closing the DC circuit breaker, the first and second three-pole switches;
And the control unit has solid astringency detecting means for detecting that the first three-pole switch cannot be opened due to astringency, and the second three-pole switch is turned on during normal operation. The DC circuit breaker is opened when the first three-pole switch is detected, and the second three-pole switch is operated by an interlocking contact of the DC circuit breaker. A railway vehicle drive control device that opens the second three-pole switch by turning off an excitation circuit of a driving operation coil of the motor. A power conversion device that converts a direct current of a direct current power source into a three-phase alternating current of an arbitrary voltage and an arbitrary frequency, and supplies the converted three-phase alternating current to a permanent magnet motor that drives the vehicle;
A three-pole switch provided in a three-phase AC circuit between the power converter and the permanent magnet motor;
A manual three-phase AC circuit switch provided in a three-phase AC circuit between the power converter and the permanent magnet motor, and connected to the three-pole switch so that contacts are in series for each phase;
With
When the three-pole switch is reluctant, the manual three-phase AC circuit switch is operated to open the three-phase AC circuit between the power converter and the permanent magnet motor. Railway vehicle drive control device. One power conversion device that converts direct current of a DC power source into three-phase alternating current of arbitrary voltage and arbitrary frequency, and one permanent magnet motor that is supplied with AC power converted by this power conversion device and drives the vehicle A plurality of control groups that are combined into a single unit control group,
A DC circuit breaker provided in a DC power supply path common to the DC power supply and the power converters of the plurality of control groups;
A DC circuit switch provided between the DC circuit breaker and the power converter of each control group;
A three-pole switch provided respectively in a three-phase AC circuit between the power converters of the plurality of control groups and the permanent magnet motor;
A manual three-phase AC circuit switch connected to the three-pole switch so that the contacts are in series for each phase;
With
When the power converter of any one of the plurality of control groups fails, the DC circuit switch and the three-pole switch of the power converter are opened, and when this three-pole switch is stuck, it is connected in series. A railway vehicle drive control device that enables an open operation of the manual three-phase AC circuit switch connected to the vehicle, and allows the power conversion device to continue driving of the vehicle by the sound control group. One power conversion device that converts direct current of a DC power source into three-phase alternating current of arbitrary voltage and arbitrary frequency, and one permanent magnet motor that is supplied with AC power converted by this power conversion device and drives the vehicle A plurality of control groups that are combined into a single unit control group,
A DC circuit breaker provided in a DC power supply path common to the DC power supply and the power converters of the plurality of control groups;
A DC circuit switch provided between the DC circuit breaker and the power converter of each control group;
First and second three-pole switches provided in a three-phase AC circuit between the power conversion device and the permanent magnet motor of each control group, and connected so that contacts are in series for each phase. When,
A controller for controlling the opening and closing operations of the DC circuit breaker, the DC circuit switch, the first and second three-pole switches;
With
The control unit includes solid astringency detecting means for detecting that one of the first and second three-pole switches of each of the plurality of control groups is astringent and cannot be opened, and the plurality of controls When any one of the power converters in the group fails, the DC circuit switch of this power converter and either one of the three-pole switches are opened, A railway vehicle drive control device in which one of the other three switches in series with the three-pole switch is opened, and driving of the vehicle can be continued by another sound control group. One power conversion device for supplying n to one permanent magnet motor for driving the vehicle by converting the direct current of the direct current power source into an n-phase alternating current of an arbitrary voltage and an arbitrary frequency, where n is an integer of 3 or more, n A first n-pole switch connected to all phases of the n-phase AC circuit, and n contacts, of which n-1 One contact is connected in series to any n-1 phase of the n-phase AC circuit with the contact of the first n-pole switch, and the remaining one contact is connected to the DC power source. A plurality of control groups in which a second n-pole switch connected to a DC circuit between the power conversion devices is a unit control group;
A control unit for controlling the operation of turning on and off the first n-pole switch and the second n-pole switch of the plurality of control groups;
And the control unit has a solid astringency detecting means for detecting that the first n-pole switch of each of the plurality of control groups is astringent, and the first of the plurality of control groups during normal operation. And the second n-pole switch are kept in the on state, and the first n-pole of the same group as the power converter when the power converter of any of the plurality of control groups fails Open the switch, and when the first n-pole switch is stuck, open the second n-pole switch of the same control group and continue driving the vehicle with another healthy control group A railway vehicle drive control system that makes it possible. One power conversion device for supplying n to one permanent magnet motor for driving the vehicle by converting the direct current of the direct current power source into an n-phase alternating current of an arbitrary voltage and an arbitrary frequency, where n is an integer of 3 or more, n A first n-pole switch connected to all phases of the n-phase AC circuit, and n contacts, of which n-1 One contact is connected in series to any n-1 phase of the n-phase AC circuit with the contact of the first n-pole switch, and the remaining one contact is connected to the DC power source. A plurality of control groups in which a second n-pole switch connected to a DC circuit between the power conversion devices is a unit control group;
A DC circuit switch for turning on and off a DC circuit between a DC power source that is a common power source for the power converters of the plurality of control groups and the power converter of each control group;
A control unit for controlling the operation of turning on and off the first n-pole switch and the second n-pole switch of the plurality of control groups;
With
The control unit has a solidity detecting means for detecting that the first n-pole switch of each of the plurality of control groups is solid, and during normal operation, the DC circuit switch, the plurality of control groups The first and second n-pole switches are kept in the on state, and when the power conversion device in any of the plurality of control groups fails, the DC circuit switch is opened and the failure When the first n-pole switch of the same control group as the power converter is opened and the first n-pole switch is stuck, the second n-pole switch of the same control group Railway vehicle drive control device that opens the door.   Each of the control groups includes current detection means for detecting a current flowing through the power converter, and the control unit is provided on condition that an absolute value of a current detection value of the current detection means is less than a preset current value. The railway vehicle drive control device according to claim 8, wherein the second n-pole switch is opened.   The railway vehicle drive control device according to any one of claims 7 to 9, wherein the first n-pole switch and the second n-pole switch have the same rating and performance. A power conversion device that converts direct current into alternating current of arbitrary voltage and arbitrary frequency and supplies the electric motor to drive the vehicle;
A plurality of switches connected in series between the power converter and the electric motor ;
A controller that controls the operation of opening and closing the plurality of switches; and
The control unit has a solid astringency detecting means for detecting that any one of the plurality of switches is solid and cannot be opened, and the solid astringency is detected by the solid astringency detecting means. In this case, the railway vehicle drive control device is configured to open the switch that is not agitated.

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