JPWO2014112127A1 - Drive control device for railway vehicles - Google Patents

Abstract

The railroad vehicle drive control device of the embodiment is a railcar drive control device that performs drive control of a permanent magnet synchronous motor driven by three-phase AC. The power conversion unit converts power supplied from an external power source via a feeder into the three-phase alternating current, and transmits the permanent through the U-phase alternating current line, the V-phase alternating current line, and the W-phase alternating current line. Supply to magnet synchronous motor. And a short circuit contact part is provided between a power converter and the permanent-magnet synchronous motor, and makes it a short circuit state which short-circuits a U-phase alternating current line, a V-phase alternating current line, and a W-phase alternating current line mutually.

Description

  Embodiments described herein relate generally to a railway vehicle drive control device.

  2. Description of the Related Art In recent years, a drive control device for a railway vehicle configured by connecting a permanent magnet synchronous motor (hereinafter referred to as PMSM) in which a permanent magnet is embedded in a rotor and a power conversion device that drives and controls the motor. Has become widespread (see, for example, Patent Document 1).

  Since PMSM has a magnet embedded in the rotor, the rotor can spontaneously generate a rotating magnetic field. For this reason, unlike an induction motor (hereinafter referred to as IM) that has been widely used so far, a field winding is not required and it is not necessary to pass a current through the rotor. Therefore, PMSM has no copper loss in the rotor, and can obtain higher efficiency than IM.

  On the other hand, PMSM has a feature that a voltage (no-load induced voltage) is generated at a stator terminal by a rotating magnetic field even during inertial rotation without powering / regeneration control. In particular, during high-speed rotation, the instantaneous value of the no-load induced voltage generated in PMSM exceeds the DC voltage of the power converter, and the regenerative operation starts spontaneously. As a result, the control device may be stopped due to overvoltage protection, or the main circuit equipment may be damaged or destroyed due to overvoltage, which may hinder normal railway operation.

The above is a demerit of the PMSM drive system. Conventionally, in order to cope with this phenomenon, a contactor is provided for the purpose of separating the circuit from the connection wiring between the power converter and the PMSM.
As this contactor, a vacuum circuit breaker is mainly used for the purpose of interrupting an alternating current.

Japanese Patent No. 4382571

By the way, in the existing railway vehicle drive system using IM, it is possible to connect a plurality of motors in parallel to one power conversion device. On the other hand, in a railway vehicle drive system using PMSM, in principle, it is necessary to install a power converter and a PMSM on a one-to-one basis.
Therefore, in the railway vehicle drive system using PMSM, not only a contactor is added to the railway vehicle drive system using IM, but also a power converter must be provided for each PMSM. That is, the synchronous motor drive system is more efficient than the induction motor drive system, but has a large number of devices, which inevitably increases the size of the device and the cost of the system.

  Here, in order to further spread the railway vehicle drive system using PMSM, it is indispensable to reduce the size of the apparatus to the same level as the railway vehicle drive system using IM and to reduce the price. is there.

  On the other hand, since it is assumed that the control device is stopped due to overvoltage protection or the main circuit equipment is destroyed due to overvoltage, it is necessary to provide a contactor in the railway vehicle drive system using PMSM.

The railroad vehicle drive control device of the embodiment is a railcar drive control device that performs drive control of a permanent magnet synchronous motor driven by three-phase AC.
The power conversion unit converts power supplied from an external power source via a feeder into the three-phase alternating current, and transmits the permanent through the U-phase alternating current line, the V-phase alternating current line, and the W-phase alternating current line. Supply to magnet synchronous motor.
And a short circuit contact part is provided between a power converter and the permanent-magnet synchronous motor, and makes it a short circuit state which short-circuits a U-phase alternating current line, a V-phase alternating current line, and a W-phase alternating current line mutually.

FIG. 1 is a schematic configuration block diagram of a railway vehicle drive control apparatus according to the first embodiment. FIG. 2 is a process flowchart of the first embodiment. FIG. 3 is a schematic configuration block diagram of the railroad vehicle drive control apparatus of the second embodiment. FIG. 4 is a process flowchart of the second embodiment. FIG. 5 is a schematic configuration block diagram of a railway vehicle drive control device according to the third embodiment.

Hereinafter, embodiments will be described with reference to the drawings.
[1] First Embodiment FIG. 1 is a schematic configuration block diagram of a railway vehicle drive control apparatus according to a first embodiment.
As shown in FIG. 1, the railroad vehicle drive control device 10 is grounded (low potential side power source) via a pantograph 12 to which DC power is supplied from a DC feeder 11 (high potential side power source) and a line 13. A circuit breaker 15, a filter reactor 16 and a filter capacitor 17 are connected in series between the two wheels 14. Here, a DC current detector 18 is provided in a DC current line connecting the wheel 14 and the filter capacitor 17.

  The railcar drive control device 10 is connected in parallel with the filter capacitor 17 and is configured as an inverter to convert DC power into three-phase AC power (U phase, V phase, W phase). 19 is provided. A permanent magnet synchronous motor (PMSM) 20 is connected to the power converter 19. Here, the U-phase AC current line 21U of the power converter 19 is provided with a first AC current detector 23-1 that detects the U-phase current, and the W-phase AC current line 21W detects the W-phase current. A second alternating current detector 23-2 is provided.

  Further, a first short-circuit contactor 22-1 for short-circuiting the U-phase alternating current line 21U and the V-phase alternating current line 21V is connected between the U-phase alternating current line 21U and the V-phase alternating current line 21V. Between the V-phase AC current line 21V and the W-phase AC current line 21W, a second short-circuit contactor 22-2 for short-circuiting the V-phase AC current line 21V and the W-phase AC current line 21W is connected. ing.

Here, the first short-circuit contactor 22-1 and the second short-circuit contactor 22-2 function as the short-circuit contact portion 23, and each have a normally closed contact. The reason why the first short-circuit contactor 22-1 and the second short-circuit contactor 22-2 have a normally closed contact is controlled by the control system of the railway vehicle drive control device 10 for some reason from the viewpoint of fail-safe. This is because it is possible to maintain the state on the safe side even when the state falls into the impossible state.
The role of the first short-circuit contactor 22-1 and the second short-circuit contactor 22-2, and the role of the short-circuit contact portion 23 will be described in detail later.
Furthermore, the railway vehicle drive control apparatus 10 includes a controller 24 that controls the railway vehicle drive control apparatus 10.

Next, the functional configuration of the controller 24 will be described.
The controller 24 is configured as a microcomputer, functions as a MPU (not shown) for controlling the controller 24 as a whole, a ROM (not shown) for storing various data including a control program for the MPU in a non-volatile manner, and a working area for the MPU. A RAM (not shown) that temporarily stores data, a flash ROM (not shown) that stores data to be held such as setting data in an updatable manner, and an interface unit (not shown) that performs various interface operations are provided.

  The controller 24 functions as a current calculation unit 24a, and receives the output signal of the DC current detector 18, the output signal of the first AC current detector 23-1, and the output signal of the second AC current detector 23-2. The DC current Idc flowing through the DC current line, the U-phase current Iu flowing through the U-phase AC current line 21U, and the W-phase current Iw flowing through the W-phase AC current line 21W are constantly calculated.

  The controller 24 functions as an abnormality detection unit 24b, detects whether the operation of the power converter 19 is abnormal based on the DC current IDC, the U-phase current Iu, and the W-phase current Iw, and detects an abnormality detection signal. Is output.

Furthermore, the controller 24 controls the short-circuit contactors 22-1 and 22-2 when an abnormality of the power conversion device 19 is detected based on the abnormality detection signal of the abnormality detection unit.
That is, the controller 24 functions as a switch control command unit 24c that short-circuits the U-phase AC current line 21U, the V-phase AC current line 21V, and the W-phase AC current line 21W.
As a result, the controller 24 can effectively prevent the induced voltage generated in the PMSM 20 from being applied to the filter capacitor 17.

Next, the operation of the first embodiment will be described.
In this case, it is assumed that the circuit breaker 15 is in a closed state (on state, connection state).
In the railroad vehicle drive control device 10, the DC power supplied from the DC feeder 11 is supplied to the input side of the power converter 19 through the pantograph 12, the circuit breaker 15, the filter reactor 16, and the filter capacitor 17. .

  The power conversion device 19 controls on / off of a semiconductor element (for example, IGBT) as a switching element constituting the power conversion device 19. Thereby, the power converter 19 converts the DC power supplied from the DC feeder 11 into three-phase AC power having a desired frequency and voltage for driving the PMSM 20 and outputs the converted power.

  Therefore, the PMSM 20 includes the short-circuit contactors 22-1 and 22-2 and the U-phase alternating current line 21U that are closed (on) under the control of the controller 24 functioning as the switch control command unit 24c. Three-phase AC power is supplied through the V-phase AC current line 21V and the W-phase AC current line 21W.

  By the way, since PMSM20 has a built-in permanent magnet, it generates an induced voltage as the rotor (rotor) rotates. However, in the normal operation state, the controller 24 controls the power converter 19 so that the instantaneous value peak value of the induced voltage of the PMSM 20 does not exceed the voltage of the filter capacitor 17, so that the regenerative operation (filter The charging operation of the capacitor 17 is not performed.

  However, in a state where the control of the power conversion device 19 is stopped (abnormal state), an increase in the induced voltage generated in the PMSM 20 cannot be suppressed, and as a result, a regenerative operation, that is, a charging operation of the filter capacitor 17 is performed, so May cause the control device (controller 24) to stop or damage or destruction of the main circuit equipment due to overvoltage, which may hinder normal railway operation.

  Therefore, in the first embodiment, when the control of the power converter 19 is stopped (abnormal state) and the induced voltage of the PMSM 20 cannot be controlled, the first short-circuit contactor 22-1 and the second The short-circuit contactor 22-2 is closed (on state) to short-circuit the U-phase AC current line 21U, the V-phase AC current line 21V, and the W-phase AC current line 21W.

As a result, the three-phase line voltage (AC voltage) of the power conversion device 19 can be set to 0 V, the regenerative operation is not performed, and the above problem can be avoided.
Further, the switching operation of the semiconductor elements constituting the power conversion device 19 is stopped, the circuit including the DC feeder 11 and the power conversion device 19 is disconnected by the circuit breaker 15, and the DC side circuit of the power conversion device 19 is short-circuited. Avoid entering a state.

The detailed operation will be described below.
FIG. 2 is a process flowchart of the first embodiment.
In this case, normally, when powering control or regenerative control is performed, the DC current Idc detected by the DC current detector 18 and the three-phase line U-phase current effective detected by the first AC current detector 23-1. All of the value Iu and the three-phase line W-phase current effective value Iw detected by the second AC current detector 23-2 are values other than 0A.

On the other hand, during coasting running without power running control or regenerative control, DC current Idc, three-phase line U-phase current effective value Iu, and three-phase line W-phase current effective value Iw are all 0A.
By the way, as described above, when the induced voltage rise of the PMSM 20 occurs even during coasting, it is necessary to control the power converter 19 to flow a current that cancels the induced voltage generated in the PMSM 20. There is. Therefore, the three-phase line U-phase current effective value Iu and the three-phase line W-phase current effective value Iw have values other than 0 A, but this AC current becomes a reactive power because it is controlled in a state where the power factor is almost zero. The direct current Idc is 0A.

  From the above, first, the controller 24 functions as the current calculation unit 24a, and always monitors the DC current Idc, the three-phase line U-phase current effective value Iu, and the three-phase line W-phase current effective value Iw (step S11). .

Next, the controller 24 functions as the abnormality detection unit 24b, and determines whether or not the vehicle is coasting while it is not in power running control or regenerative control (step S12).
If it is determined in step S12 that either powering control or regenerative control is being performed (step S12; No), the process proceeds to step S11 again.

  If it is determined in step S12 that neither power running control nor regenerative control is being performed (step S12; Yes), the direct current Idc ≠ 0A, the three-phase line U-phase current effective value Iu ≠ 0A, and the three-phase line It is determined whether or not the W-phase current effective value Iw ≠ 0A is satisfied (step S13).

  If it is determined in step S13 that the direct current Idc ≠ 0A, the three-phase line U-phase current effective value Iu ≠ 0A, and the three-phase line W-phase current effective value Iw ≠ 0A are not satisfied (step S13; No). The controller 24 proceeds to step S11 again.

  If it is determined in step S13 that the DC current Idc ≠ 0A, the three-phase line U-phase current effective value Iu ≠ 0A, and the three-phase line W-phase current effective value Iw ≠ 0A (step S13; Yes). The controller 24 functions as the switch control command unit 24c, and closes the first short circuit contactor 22-1 and the second short circuit contactor 22-2 (ON state) (step S14).

Thereby, according to this 1st Embodiment, the U-phase alternating current line 21U, the V-phase alternating current line 21V, and the W-phase alternating current line 21W are short-circuited, and the three-phase line voltage (alternating voltage) of the power converter 19 is obtained. The voltage can be set to 0 V, and the influence (unexpected regenerative operation) due to the PMSM induced voltage can be avoided.
Furthermore, according to the first embodiment, since a short circuit contactor is used instead of a circuit breaker for insulation, there is no need to consider insulation, and a small and inexpensive drive control device for a railway vehicle is provided. be able to.

[2] Second Embodiment FIG. 3 is a block diagram of a schematic configuration of a railway vehicle drive control apparatus according to a second embodiment.
As illustrated in FIG. 3, the railroad vehicle drive control device 30 includes a circuit breaker 35 between a pantograph 32 to which AC power is supplied from an AC feeder 31 and a wheel 34 that is grounded via a track 33. The primary winding 36A of the transformer 36 is connected in series. An AC current detector 37 is provided on the secondary side winding 36 </ b> B of the transformer 36.

  Furthermore, the secondary side winding 36B of the transformer 36 is configured as a converter, and a first power conversion device that converts AC power supplied from the AC feeder 31 into DC power via the primary side winding 36A. 38 is provided, and a filter capacitor 39 for removing harmonic current is provided on the output side of the first power converter 38.

  The railcar drive control device 30 is connected in parallel with the filter capacitor 39, and is configured as an inverter to convert the DC power output from the first power converter 38 into three-phase AC power (U phase, V phase, The 2nd power converter device 40 which converts into (W phase) is provided. A permanent magnet synchronous motor (PMSM) 41 is connected to the second power converter 40. Here, the first AC current detector 43-1 for detecting the U-phase current is provided in the U-phase AC current line 42U of the second power converter 40, and the W-phase AC current line 42W has the W-phase current. A second alternating current detector 43-2 is provided for detecting.

  Further, between the U-phase AC current line 42U and the V-phase AC current line 42V, a first short-circuit contactor 44-1 for short-circuiting the U-phase AC current line 42U and the V-phase AC current line 42V is connected. Between the V-phase AC current line 42V and the W-phase AC current line 42W, a second short-circuit contactor 44-2 for short-circuiting the V-phase AC current line 42V and the W-phase AC current line 42W is connected. ing.

  Here, the 1st short circuit contactor 44-1 and the 2nd short circuit contactor 44-2 are functioning as the short circuit contact part 44, and each have a normally closed contact. The reason why the first short-circuit contactor 44-1 and the second short-circuit contactor 44-2 have a normally-closed contact is the same as in the first embodiment. This is because the state can be maintained on the safe side even when the control system of the control device 30 falls into an uncontrollable state.

The role of the first short-circuit contactor 44-1 and the second short-circuit contactor 44-2 will be described in detail later.
Furthermore, the railway vehicle drive control device 30 includes a controller 45 that controls the railway vehicle drive control device 30.

Next, the functional configuration of the controller 45 will be described.
The controller 45 is configured as a microcomputer similarly to the controller 24 of the first embodiment.
Further, the controller 45 functions as a current calculation unit 45a, and receives the output signal of the AC current detector 37, the output signal of the first AC current detector 43-1 and the output signal of the second AC current detector 42-2. The AC current Iac flowing through the secondary winding 36B of the transformer 36, the U-phase current Iu1 flowing through the U-phase AC current line 42U, and the W-phase current Iw1 flowing through the W-phase AC current line 42W are always calculated.

  Further, the controller 45 functions as an abnormality detection unit 45b and detects whether or not the operation of the second power conversion device 40 is abnormal based on the AC current Iac, the U-phase current Iu1, and the W-phase current Iw1. A detection signal is output.

Furthermore, the controller 45 controls the short-circuit contactors 44-1 and 44-2 when an abnormality of the second power conversion device 40 is detected based on the abnormality detection signal of the abnormality detection unit.
That is, the controller 45 functions as a switch control command unit 45c that short-circuits the U-phase AC current line 42U, the V-phase AC current line 42V, and the W-phase AC current line 42W.
As a result, the controller 45 effectively prevents the induced voltage generated in the PMSM 41 from being applied to the filter capacitor 39.

Next, the detailed operation of the second embodiment will be described.
Also in the second embodiment, for the same reason as in the first embodiment, when the control of the second power converter 40 is stopped (abnormal state) and the induced voltage of the PMSM 41 cannot be controlled, The first short circuit contactor 44-1 and the second short circuit contactor 44-2 are closed (ON state), and the U-phase alternating current line 42U, the V-phase alternating current line 42V, and the W-phase alternating current line 42W are short-circuited.
As a result, the three-phase line voltage (AC voltage) of the second power converter 40 can be set to 0 V, and no regenerative operation is performed.

FIG. 4 is a process flowchart of the second embodiment.
In this case, when power running control or regenerative control is normally performed, the AC current Iac detected by the AC current detector 37 and the three-phase line U-phase current effective detected by the first AC current detector 43-1 are effective. All of the value Iu and the three-phase line W-phase current effective value Iw detected by the second AC current detector 43-2 are values other than 0A.
On the other hand, during coasting running without power running control or regenerative control, AC current Iac, three-phase line U-phase current effective value Iu, and three-phase line W-phase current effective value Iw are all 0A.
Incidentally, as described above, when the induced voltage rise of the PMSM 41 occurs even during coasting, a current that cancels the induced voltage generated in the PMSM 41 is caused to flow by controlling the second power converter 40. There is a need. Therefore, the three-phase line U-phase current effective value Iu and the three-phase line W-phase current effective value Iw have values other than 0 A, but this AC current becomes a reactive power because it is controlled in a state where the power factor is almost zero. The alternating current Iac is 0A.
From the above, first, the controller 45 functions as the current calculation unit 45a and constantly monitors the DC current Idc, the three-phase line U-phase current effective value Iu, and the three-phase line W-phase current effective value Iw (step S21). .

Next, the controller 45 functions as the abnormality detection unit 45b, and determines whether or not the vehicle is in coasting traveling that is neither during power running control nor during regenerative control (step S22).
If it is determined in step S22 that either powering control or regenerative control is being performed (step S22; No), the process proceeds to step S21 again.
Next, the controller 45 functions as the abnormality detection unit 45b, and during alternating coasting that is not in power running control or regenerative control, the AC current Iac ≠ 0A, the three-phase line U-phase current effective value Iu ≠ 0A, and Then, it is determined whether or not the three-phase line W-phase current effective value Iw ≠ 0A is satisfied (step S23).

  If it is determined in step S23 that AC current Iac ≠ 0A, three-phase line U-phase current effective value Iu ≠ 0A, and three-phase line W-phase current effective value Iw ≠ 0A are not satisfied (step S23; No) The controller 45 shifts the process to step S21 again.

  If it is determined in step S23 that the alternating current Iac ≠ 0A, the three-phase line U-phase current effective value Iu ≠ 0A, and the three-phase line W-phase current effective value Iw ≠ 0A (step S23; Yes). The controller 45 functions as the switch control command unit 24c, and closes the first short circuit contactor 22-1 and the second short circuit contactor 22-2 (ON state) (step S24).

  Thereby, also in the second embodiment, the U-phase AC current line 42U, the V-phase AC current line 42V, and the W-phase AC current line 42W are short-circuited, and the three-phase voltage (AC voltage) of the power converter 19 is set to 0V. And the influence (unexpected regenerative operation) due to the PMSM induced voltage can be avoided.

  Furthermore, according to the second embodiment, since a short-circuit contactor is used instead of a circuit breaker for insulation, there is no need to consider insulation, and a small and inexpensive drive control device for a railway vehicle is provided. be able to.

[3] Third Embodiment In each of the above embodiments, the short-circuited U-phase AC current line 42U, V-phase AC current line 42V, and W-phase AC current line 42W are in a state of floating in potential. In the third embodiment, the shorted U-phase AC current line 42U, V-phase AC current line 42V, and W-phase AC current line 42W are further grounded to make them more electrically stable and improve reliability. It is a form.

FIG. 5 is a schematic configuration block diagram of a railway vehicle drive control device according to the third embodiment.
5 differs from the first embodiment of FIG. 1 in that a short-circuit contact 22A having a third short-circuit contactor 22-3 between the W-phase alternating current line 21W and the ground instead of the short-circuit contact 22 is provided. This is the point.

Next, the operation of the third embodiment will be described.
In the third embodiment, first, the controller 24 functions as the current calculation unit 24a and constantly monitors the DC current Idc, the three-phase line U-phase current effective value Iu, and the three-phase line W-phase current effective value Iw.

Next, the controller 24 functions as the abnormality detection unit 24b, and determines whether or not the vehicle is in coasting traveling that is neither during power running control nor during regenerative control.
When the power running control or the regenerative control is being performed, the processing is shifted again to monitoring of the DC current Idc, the three-phase line U-phase current effective value Iu, and the three-phase line W-phase current effective value Iw.

  On the other hand, the controller 24 functions as the abnormality detection unit 24b when coasting traveling that is neither in the power running control nor the regenerative control, and the DC current Idc ≠ 0A, the three-phase line U-phase current effective value Iu ≠. It is determined whether 0A and the three-phase line W-phase current effective value Iw ≠ 0A, the AC current Iac ≠ 0A, the three-phase line U-phase current effective value Iu ≠ 0A, and the three-phase line W-phase If the current effective value Iw is not 0A, the controller 24 again shifts the processing to monitoring of the DC current Idc, the three-phase line U-phase current effective value Iu, and the three-phase line W-phase current effective value Iw.

  Further, the controller 24 switches the switch control command unit when the DC current Idc ≠ 0A, the three-phase line U-phase current effective value Iu ≠ 0A, and the three-phase line W-phase current effective value Iw ≠ 0A. It functions as 24c, and makes the 1st short circuit contactor 22-1, the 2nd short circuit contactor 22-2, and the 3rd short circuit contactor 22-3 into a closed state (on state).

Thus, according to the third embodiment, the U-phase AC current line 21U, the V-phase AC current line 21V, and the W-phase AC current line 21W are short-circuited, and the three-phase line voltage (AC voltage) of the power converter 19 is increased. The voltage can be set to 0 V, and the U-phase AC current line 21U, the V-phase AC current line 21V, and the W-phase AC current line 21W are grounded.
Therefore, compared with the case where the U-phase AC current line 21U, the V-phase AC current line 21V and the W-phase AC current line 21W are simply short-circuited while avoiding the influence (unexpected regenerative operation) caused by the PMSM induced voltage, the short-circuit point Therefore, the electrical potential becomes stable and the reliability can be improved.

  Furthermore, according to the third embodiment, since a short-circuit contactor is used instead of a circuit breaker for insulation, there is no need to consider insulation, and a small and inexpensive drive control device for a railway vehicle is provided. Can do.

[4] Modification of Embodiment In the above description, two current detectors are used for AC current detection. However, three current detectors may be installed in all three phases.
In the above description, the first short-circuit contactor that short-circuits the U-phase alternating current line and the V-phase alternating current line and the second short-circuit contact that short-circuits the V-phase alternating current line and the W-phase alternating current line. A first short-circuit contactor that can short-circuit any two of the U-phase AC current line, V-phase AC current line, and W-phase AC current line, and two AC currents. You may make it provide the 2nd short circuit contactor which can short-circuit either the alternating current line other than a line, and any one of the two alternating current lines made short-circuitable by the 1st short circuit contactor.

  The control program executed by the controller of the railway vehicle drive control device of the present embodiment is a file in an installable format or an executable format, and is a CD-ROM, flexible disk (FD), CD-R, DVD (Digital Versatile). The program is recorded on a computer-readable recording medium such as a disk.

In addition, the control program executed by the controller of the railway vehicle drive control device of the present embodiment is stored on a computer connected to a network such as the Internet, and is provided by being downloaded via the network. Also good. In addition, the control program executed by the controller of the railway vehicle drive control device of the present embodiment may be provided or distributed via a network such as the Internet.
Moreover, you may comprise so that the control program performed with the controller of the drive control apparatus for rail vehicles of this embodiment may be provided by previously incorporating in ROM etc.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

10, 30 Railway vehicle drive control device 11 DC feeder 20, 41 PMSM
12 Pantograph 13 Line 14 Wheel 15 Circuit Breaker 16 Filter Reactor 17 Filter Capacitor 18 DC Current Detector 19 Power Converter (Power Converter)
21U, 42U U-phase AC current line 21V, 42V V-phase AC current line 21W, 42W W-phase AC current line 22, 22A, 44 Short-circuit contact 22-1, 44-1 First short-circuit contactor 22-2, 44- 2 2nd short circuit contactor 22-3 3rd short circuit contactor 23-1 1st alternating current detector 23-2 2nd alternating current detector 24, 45 Controller 24a, 45a Current calculation part 24b, 45b Abnormality detection part 24c, 45c Switch control command section 30 Railroad vehicle drive control device 31 AC feeder 32 Pantograph 33 Line 34 Wheel 35 Circuit breaker 36 Transformer 36A Primary side winding 36B Secondary side winding 37 AC current detector 38 First power conversion device (Power converter, converter)
39 Filter capacitor 40 Second power converter (power converter, inverter)
43-1 First AC Current Detector 43-2 Second AC Current Detector

Claims (8)

A railway vehicle drive control device that performs drive control of a permanent magnet synchronous motor driven by a three-phase alternating current,
Electric power supplied from an external power source via a feeder is converted into the three-phase alternating current and supplied to the permanent magnet synchronous motor via a U-phase alternating current line, a V-phase alternating current line, and a W-phase alternating current line A power converter to
A short-circuit contact portion provided between the power conversion unit and the permanent magnet synchronous motor, and a short-circuit contact state that short-circuits the U-phase alternating current line, the V-phase alternating current line, and the W-phase alternating current line;
A railroad vehicle drive control device. The short-circuit contact portion short-circuits the alternating current line through a normally closed contact.
The railroad vehicle drive control device according to claim 1. The short-circuit contact portion includes a first short-circuit contactor capable of short-circuiting any two AC current lines among the U-phase AC current line, the V-phase AC current line, and the W-phase AC current line;
A second short-circuit contactor capable of short-circuiting an AC current line other than the two AC current lines and one of the two AC current lines;
The railroad vehicle drive control device according to claim 1 or 2, further comprising: A discriminating unit for discriminating whether the induced voltage generated in the permanent magnet synchronous motor is in a state of being applied to the power conversion unit;
When the induced voltage is applied by the determination unit, the control unit for controlling the short-circuit contact unit and the short-circuit state,
The drive control apparatus for rail vehicles in any one of Claims 1 thru | or 3 provided with these. A first current detector configured to detect a flowing current installed in a power supply line from the power source;
A plurality of second current detection units that are installed in at least two AC current lines among the U-phase AC current line, the V-phase AC current line, and the W-phase AC current line, and detect currents flowing therethrough;
With
The determination unit performs the determination based on detection states of the first current detection unit and the plurality of second current detection units.
The railroad vehicle drive control device according to claim 4. The short-circuit contact portion includes a grounding short-circuit contactor that grounds the U-phase AC current line, the V-phase AC current line, and the W-phase AC current line in the short-circuit state.
The drive control device for a railway vehicle according to any one of claims 1 to 5. The feeder is a DC feeder,
The power conversion unit includes an inverter that converts DC power and outputs the three-phase AC.
The drive control apparatus for rail vehicles in any one of Claims 1 thru | or 6. The feeder is an AC feeder,
The power conversion unit includes a transformer,
A converter connected to the transformer and converting AC power into DC power;
An inverter that converts the DC power and outputs the three-phase AC;
With
The drive control apparatus for rail vehicles in any one of Claims 1 thru | or 6.

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