JP2008228383A - AC train control device - Google Patents

Abstract

To provide an AC train control device capable of reducing a decrease in output and reducing a capacity difference of a main transformer even when one of main circuit devices composed of two units fails.
There are (2n + 1) main converters 15 that control four main motors 13 that drive and control an AC train, and the (2n + 1) main converters 15 are divided into two groups. In the AC train control device including two units of main circuit devices for supplying power to the main converters 15 from the main transformers 17 and 19, (n + 1) units of the main circuit device 15 of the first unit 14. The main conversion device 15 is controlled, and the n main conversion devices 15 are controlled by the main circuit device of the second unit. When the main transformer 17 of the first unit 14 fails, one of the main conversion devices 15 of the first unit 14 is controlled. A connection switching device 21 that switches the connection of the main converter 15 so as to belong to the main circuit device side of the second unit 16 is provided.
[Selection] Figure 1

Description

  The present invention relates to an AC train control device in which a main circuit device for controlling a main motor of an AC train is composed of two units.

  As an AC train control device in which the AC circuit main circuit device is composed of two units, there are odd (2n + 1) main conversion devices that drive and control four main motors, and the odd (2n + 1) main conversion devices. There is an AC train control device provided with a two-unit main circuit device that divides the device into two groups and supplies power from the main transformer to each main conversion device for each divided group.

  FIG. 4 is a block diagram of a conventional AC train control device. In FIG. 4, there are seven trains, the leading and trailing vehicles are accompanying vehicles (T vehicles) 11a and 11b, and the other five vehicles are electric vehicles (M vehicles) 12a to 12e. Show. Consider a case where the four main motors 13 of each of the electric cars 12a to 12e are driven and controlled by the odd number (5) of main converters (MC-1 to MC-5) 15a to 15e. As shown in FIG. 4, three electric vehicles 12 a to 12 c are controlled by the main conversion devices 15 a to 15 c of the first unit 14 of the two units, and two are converted by the main conversion devices 15 d and 15 e of the second unit 16. The electric vehicles 12d and 12e are controlled. The main converters 15 a to 15 c of the first unit 14 are supplied with electric power from the secondary windings 18 a to 18 c of the main transformer 17, and the main converters 15 d and 15 e of the second unit 16 are secondary to the main transformer 19. Electric power is supplied from the windings 20b and 20a.

  Further, the number of main converters 15 in the first unit 14 and the second unit 16 is made the same, and the two motors 13 are controlled by one main converter 15, or 6 by one main converter 15. The motor 13 may be controlled to be controlled. In this case, the unit is configured as an operation n + 0.5 of the electric motor 13 of each unit (n vehicle control and two motor control are shown). For example, when the number of main motors 13 is an odd number (5) (n = 2), a device that controls four motor control and six motor control is manufactured.

Here, there is one in which AC power is stepped down by a transformer, converted to DC, and then converted into AC by an inverter device to control the power supply of the induction motor (see, for example, Patent Document 1). In addition, there is one in which the main transformer is divided into two or more units so that the disconnection rate when traveling in the DC feeding section can be lowered (for example, see Patent Document 2).
JP-A-6-141404 Japanese Patent Laid-Open No. 11-69505

  However, when the number of main converters 15 is different for each unit, for example, when the first unit is n + 1 and the second unit is n, the required capacities of the main transformers 17 and 19 are different. Conventionally, the main transformer 19 is standardized by using the same capacity in accordance with the capacity of the larger main transformer 17 in such a case. In this case, when the first unit fails, there are only n healthy sides remaining, which is a major obstacle to steady operation. In addition, it is not appropriate to arrange the large main transformers 17 and 19 in common with the large and small type.

  Further, when the number of main converters 15 in the first unit 14 and the second unit 16 is the same, the main converter 15 cannot be unified with one model of the main converter for controlling four motors.

  On the other hand, when the number of main converters 15 of the first unit 14 and the second unit 16 is different, the main converter 15 can be unified with one model for four motors, but the main converter necessary for train organization is used. If the number of converters 15 is an odd number (2n + 1), for example, if the first unit is n + 1 and the second unit is n, the output will be less than half when the first unit fails. This is a major obstacle to driving.

  Further, as described above, the main transformers 17 and 19 are standardized by using the same capacity according to the larger capacity in such a case, but the unit for controlling n + 1 units. There is a demand to reduce the capacity of the main transformer 17 to be close to the capacity of the main transformer of the other unit.

  An object of the present invention is to provide an AC train control device capable of reducing a decrease in output and reducing a capacity difference of a main transformer even when one of the main circuit devices composed of two units fails.

  The AC train control device of the present invention has (2n + 1) main converters that control four main motors that drive and control an AC train, and the (2n + 1) main converters are divided into two groups. In the AC train control device having a two-unit main circuit device for supplying power from the main transformer to each main conversion device for each group, (n + 1) main conversion devices are arranged in the first unit main circuit device. And the n main converters are controlled by the main circuit device of the second unit, and one main converter device of the first unit is moved to the main circuit device side of the second unit when the main transformer of the first unit fails. A connection switching device for switching the connection of the main conversion device so as to belong is provided.

  ADVANTAGE OF THE INVENTION According to this invention, the alternating current train control apparatus which can reduce the fall of an output and can also reduce the capacity | capacitance difference of a main transformer at the time of one failure of the main circuit apparatus comprised by 2 units can be provided.

  FIG. 1 is a block diagram of an AC train control apparatus according to the first embodiment of the present invention. FIG. 1 shows a case where five main converters 15 that control four main motors 13 that drive and control an AC train are provided. That is, the case is shown where the number of odd (2n + 1) main converters 15 is n = 2 and five. Further, it is assumed that the traveling direction of the train is an arrow X direction. The first embodiment of the present invention is provided with connection switching devices 21c1 and 21c2 with respect to the conventional example shown in FIG. 4, and one of the (2n + 1) main converters includes the first unit 14 and the second unit. The connection can be switched to any one of 16. The same elements as those in FIG. 4 are denoted by the same reference numerals, and redundant description is omitted.

  As illustrated in FIG. 1, the connection switching devices 21 c 1 and 21 c 2 switch connection of one of (2n + 1) main converters to either the first unit 14 or the second unit 16. In the case of normal train operation control, the connection switching devices 21c1 and 21c2 control the n + 1 main conversion devices 15 with the units on the traveling direction side of the train, and the n main conversion devices 15 with the rear units. Switch to control. In FIG. 1, the case where the main converter 15c is connected to the 1st unit 14 of the advancing direction side of a train is shown. That is, the main conversion device 15c is connected to the first unit 14 side by the connection switching devices 21c1, 21c2, and (n + 1) (three) main conversion devices 15a, 15b, 15c are connected to the main circuit device of the first unit 14. The main circuit device of the second unit 16 controls the n (two) main converters 15d and 15e.

  On the other hand, when the main transformer 17 of the first unit 14 fails, the connection switching devices 21c1 and 21c2 switch the connection of the main conversion device 15c connected to the first unit 14 to the main circuit device side of the second unit 16. I do. That is, when the main transformer 17 of the first unit 14 fails, the connection switching device 21c1 is turned off and the connection switching device 21c2 is turned on so that the main conversion device 15c is connected to the second unit 16. To do.

  As a result, even in a situation where the main transformer 17 of the first unit 14 is out of order, in the second unit 16, the main converters 15c, 15d, and 15e can be controlled by receiving power supply from the main transformer 19. The performance of train formation can be halved or more. In addition, since the n + 1 main conversion devices 15 are always connected to the unit on the traveling direction side, the traveling direction of the train is switched almost evenly between the up and down directions, so when viewed over a long period of time The main transformers 17 and 19 can be placed in the same usage environment. For this reason, the main transformers 17 and 19 can use two units having the same capacity.

  FIG. 2 is an explanatory diagram of an example of output control of the main converter of the unit in the traveling direction of the train. (N + 1) main converters 15 are connected to the unit in the traveling direction of the train, but the output limit of the main converter 15 of the vehicle in the traveling direction of the train or the vehicle closest to the leading vehicle is maximized, The output is controlled so that the output is gradually returned by the main converter of the following vehicle. As a result, the output of the main transformer 17 of the first unit 14 can be reduced and approach the output of the main transformer 19 of the second unit 19. Therefore, the capacity of the main transformer of the unit close to the traveling direction of the train can be made closer to the capacity of the subsequent unit.

  As shown in FIG. 2, with respect to the three main converters 15a, 15b, 15c, the output of the main converter 15a of the electric vehicle (M car) 12a closest to the leading car is approximately half of the rated output, The output of the main converter 15b of the electric vehicle (M car) 12b is about 75% of the rated output, and the output of the main converter 15c of the next electric car (M car) 12c is the rated output.

  In this way, the output of the main converter 15a mounted on the leading vehicle or the vehicle closest to the leading vehicle is limited, so that knitting torque (adhesion) control can be performed. Here, the adhesion performance cannot be taken because the rails and wheels are wet in the leading car, but in the rear vehicle, the previous vehicle will drain the water, so the adhesive force close to the dry state can be taken. is there. Adhesion control in consideration of this adhesion characteristic can be performed. This is particularly effective when controlling torque in the high speed range.

  According to the first embodiment, the main circuit device of the first unit controls (n + 1) main converters, the main circuit device of the second unit controls n main converters, and the first unit When the main transformer of the unit fails, the connection of the main converter is switched so that one of the main converters of the first unit belongs to the main circuit device side of the second unit, so the main transformer 17 of the first unit 14 fails. Even in such a situation, in the second unit 16, the main converters 15 c, 15 d, and 15 e can be controlled by receiving power from the main transformer 19. Therefore, the performance as a train organization can be halved or more.

  In addition, since the unit on the traveling direction side of the train controls the n + 1 main conversion devices and the rear unit controls the n main conversion devices, the traveling direction of the train is the traveling direction between the up and down directions. Therefore, the main transformers 17 and 19 can be placed in the same usage environment over a long period of time. Therefore, the redundancy of the main circuit device can be improved, and the main transformers 17 and 19 can be reduced in size and weight and can be improved in economy. Moreover, since the main converter can be made into one model for four main motors, standardization advances and reliability and maintainability are improved.

  In addition, since the output limit of the main converter of the vehicle in the traveling direction of the train or the vehicle closest to the head vehicle is maximized and the output is gradually returned by the main converter of the following vehicle, knitting torque (adhesion) control can be performed. .

  FIG. 3 is a block diagram of an AC train control apparatus according to the second embodiment of the present invention. In the second embodiment, the main converter 15c of the first unit 14 is connected to any of the secondary windings 18a and 18c of the main transformer 17 in contrast to the first embodiment shown in FIG. Connection switching devices 21a1 and 21a2 for switching between them, and connection switching devices 21e1 for switching which of the secondary windings 20a and 20c of the main transformer 19 the main converter 15e of the second unit 16 is connected to. 21e2 is additionally provided.

As described above, the connection switching devices 21c1 and 21c2 switch the connection of the main conversion device 15c, and the unit on the traveling direction side of the train becomes n + 1 main conversion devices 15, and the rear unit has n main conversions. Switch to device 15. The connection switching devices 21a1, 21a2 of the first unit 14 and the connection switching devices 21e1, 21e2 of the second unit 16 are linked to the switching operation of the connection switching devices 21c1, 21c2, and the main transformer 17 of the main converters 15a, 15e. , 19 secondary windings 18 and 20 are switched. Switching between the connection switching devices 21a1, 21a2 of the first unit 14 and the connection switching devices 21e1, 21e2 of the second unit 16 is performed as shown in Table 1.

  As shown in Table 1, when the vehicle travels in the left direction, the connection switching devices 21c1, 21e1, 21a2 are ON, and the connection switching devices 21c2, 21a1, 21e2 are OFF. Accordingly, the main conversion device 15a is connected to the first unit 14 side, the main conversion device 15a of the first unit is connected to the secondary winding 18c of the main transformer 17, and the main conversion device 15e of the second unit 16 is the main conversion device 15e. Connected to the secondary winding 20 c of the transformer 19. That is, the main transformer 17 of the first unit 14 supplies power from the secondary winding 18c to the main converter 15a, from the secondary winding 18b to the main converter 15b, and from the secondary winding 18c to the main converter 15a. . On the other hand, the main transformer 19 of the second unit 16 supplies power from the secondary winding 20c to the main converter 15e and from the secondary winding 20b to the main converter 15d.

  Conversely, when the traveling direction proceeds to the right, the connection switching devices 21c2, 21a1, 21e2 are ON, and the connection switching devices 21c1, 21e1, 21a2 are OFF. The main transformer 17 of the first unit 14 supplies power from the secondary winding 18c to the main converter 15a and from the secondary winding 18b to the main converter 15b. On the other hand, the main transformer 19 of the second unit 16 supplies power from the secondary winding 20c to the main conversion device 15a, from the secondary winding 20b to the main conversion device 15d, and from the secondary winding 20a to the main conversion device 15e. .

  Here, since the main converter (MC1) 15a connected to the secondary winding 18a of the main transformer 17 is arranged on the second car, the output is made to make it difficult to slip in a wet condition such as rainy weather with respect to idling. Make restrictions. Therefore, the secondary winding 18a of the main transformer 17 is reduced in advance with respect to the capacities of the other secondary windings 18b and 18c. For example, the capacity of the secondary windings 18b and 18c of the main transformer 17 is set to about 0.5. Similarly, the main converter (MC5) 15e connected to the secondary winding 20a of the main transformer 19 is arranged on the second car from the tail, so when the traveling direction is reversed, the main converter ( MC1) Since it is arranged on the second car as in 15a, the capacity of the secondary winding 20a of the main transformer 19 in this case is also relative to the capacity of the secondary windings 20b and 20c of the main transformer 19. The capacity is about 0.5. Thereby, the small size and light weight of the main transformers 17 and 19 can be achieved.

  According to the second embodiment, in addition to the effects of the first embodiment, when limiting the output of the main converters 15a and 15e that are the second cars in the traveling direction of the train, the main converter 15a. , 15e can be switched and connected, so that the capacity of the secondary windings 18a and 20a of the main transformers 17 and 19 is reduced in advance, so that the main transformers 17 and 19 can be reduced in size and weight.

The lineblock diagram of the exchange train control device concerning a 1st embodiment of the present invention. Explanatory drawing of an example of the output control of the main converter of the unit of the advancing direction of the train in the 1st Embodiment of this invention. The block diagram of the AC train control apparatus concerning the 2nd Embodiment of this invention. The block diagram of the conventional AC train control apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 ... Associated vehicle, 12 ... Electric vehicle, 13 ... Main motor, 14 ... 1st unit, 15 ... Main converter, 16 ... 2nd unit, 17 ... Main transformer, 18 ... Secondary winding, 19 ... Main transformation 20 ... secondary winding, 21 ... connection switching device

Claims (6)

There are (2n + 1) main converters that control the four main motors that drive and control the AC train, and the (2n + 1) main converters are divided into two groups. In an AC train control device having a two-unit main circuit device for supplying power to the main converter device, the main circuit device of the first unit controls (n + 1) main converter devices, and the main circuit of the second unit The main converter is controlled by the device, and when the main transformer of the first unit fails, the main converter is connected so that one of the main converters of the first unit belongs to the main circuit device side of the second unit. An AC train control device comprising a connection switching device for switching. 2. The connection switching device according to claim 1, wherein a unit on the traveling direction side of the train controls n + 1 main conversion devices and a rear unit controls the n main conversion devices. AC train control device. 3. The AC train according to claim 2, wherein the output limit of the main conversion device of the first vehicle in the traveling direction of the train or the vehicle closest to the first vehicle is maximized, and the output is gradually returned by the main conversion device of the following vehicle. Control device. The AC train control device according to any one of claims 1 to 3, wherein two main transformers having the same capacity are used. The output of the main converter of the unit close to the traveling direction of the train is reduced by knitting torque control, and the capacity of the main transformer of the unit close to the traveling direction of the train is made close to the capacity of the subsequent unit. 3. The AC train control device according to 3. 6. The AC train control device according to claim 5, wherein a secondary winding capacity of the main transformer to which the main converter for reducing output by knitting torque control is switched is reduced in advance.

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