CN105189187A - Electric locomotive control device and electric locomotive control method - Google Patents
Electric locomotive control device and electric locomotive control method Download PDFInfo
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- CN105189187A CN105189187A CN201380074360.XA CN201380074360A CN105189187A CN 105189187 A CN105189187 A CN 105189187A CN 201380074360 A CN201380074360 A CN 201380074360A CN 105189187 A CN105189187 A CN 105189187A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/04—Cutting off the power supply under fault conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L9/00—Electric propulsion with power supply external to the vehicle
- B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
- B60L9/24—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines
- B60L9/28—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines polyphase motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2210/00—Converter types
- B60L2210/30—AC to DC converters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/42—Electrical machine applications with use of more than one motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/34—Cabin temperature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/80—Time limits
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The present invention provides an electric locomotive control device capable of avoiding the degradation of service for passengers even when a power supply device for supplying power to a passenger car fails. An electric locomotive control device (100) comprises: a plurality of first conversion devices (2a, 3a, ...) for supplying power for controlling the driving motors (7a, 8a, ...) of a passenger/freight car towing electric locomotive; a plurality of second conversion devices (6a, 6b) for each supplying power for a passenger car; a power conversion circuit (21) for converting the power of a specific first conversion device to the power for the passenger car through an insulating transformer (24); and a control unit (30) for, when one of the second conversion devices fails, performing control so that one of the first conversion devices is separated from the driving motors, connected to the power conversion circuit, and used as a substitute.
Description
Quoting of related application
Based on the right of the preceence No. 2013-87570th, first Japanese patent application that the application applied for by April 17th, 2013, and require this right, its overall content is contained in this by reference.
Technical field
The technical program relates to electric locomotive control setup and electric locomotive control method.
Background technology
In electric locomotive, be equipped with and be supplied to electric power and the control setup of supply unit for the electric power of mode needed for from each unit feeding to electric locomotive as from exchanging stringing.Such as, be provided with the main transfer device for controlling drive motor, for supplying the auxiliary power unit (APU) of power supply of blowing engine etc. of compressor in electric locomotive, cooling, and the power supply for passenger car device etc. of power supply for the passenger vehicle supply interior environment system that draws to electric locomotive etc.
And, multiple power inverters of the supply unit having received suitable number of units are provided with in each electric locomotive.Such as, when there are 6 live spindles and there is the control setup of the electric locomotive of 6 drive motors, be equipped with the power inverter that 2 have been received 3 main transfer devices and 1 auxiliary power unit (APU), and in electric locomotive, be provided with 2 power supply for passenger car devices.
Prior art document
Patent documentation
Patent documentation 1: Japanese Unexamined Patent Publication 2009-72049 publication
Summary of the invention
The problem that invention will solve
In addition, in the structure of above-mentioned control setup, carrying out exchanging the main transfer device driven to drive motor is 6, and on the other hand, the power supply for passenger car device to passenger vehicle supply direct current power is 2.Therefore, when 1 power supply for passenger car device there occurs fault, the electric power that can supply can be not enough, so have to reduce the electric power consumed at passenger car side, result, the quantity etc. of the air conditioner causing minimizing to operate in passenger vehicle reduces the service quality to passenger.
For solving the means of problem
Present embodiment provides a kind of electric locomotive control setup, and it possesses: multiple first transfer device, and it supplies the electric power controlled the driving motor of passenger vehicle lorry power for traction power locomotive; Multiple second transfer device, the electric power of its supply passenger vehicle; Power conversion circuit, the electric power of specific first transfer device is converted to the electric power of described passenger vehicle by it via isolating transformer; And control part, it controls, when described second transfer device there occurs fault, in described first transfer device to be disconnected from described driving motor and to be connected to described power conversion circuit, instead to use.
According to the present embodiment, even if a kind of electric locomotive control setup also can avoiding reducing the service quality of passenger when there occurs fault to the supply unit of passenger vehicle supply power can be provided.
Accompanying drawing explanation
Fig. 1 is the figure of the structure of the electric locomotive control setup representing the first embodiment.
Fig. 2 is the figure of the detailed circuit structure of the emergency facility of the electric locomotive control setup representing the first embodiment.
Fig. 3 is the sequential chart representing the action of the electric locomotive control setup of the first embodiment when power supply for passenger car fault.
Fig. 4 is the figure of the voltage waveform representing 3 pulses that the PWM of the inverter being used in main transfer device controls.
Fig. 5 is the figure of the structure of the electric locomotive control setup representing the second embodiment.
Detailed description of the invention
[the first embodiment]
With reference to accompanying drawing, describe the first embodiment in detail.In addition, the following describes the electric locomotive of 6 drive motors, but the application is not limited to which.
Fig. 1 is the figure of the structure of the electric locomotive control setup 100 representing the first embodiment.
Electric locomotive control setup 100 possesses: power inverter (PCC) 10a, 10b, power supply for passenger car device 6a, 6b, interrupted ciruit 13a, 13b, emergency facility 20, commutation circuit 25, and control part 30.
Power inverter 10a (10b) changes via the electric power exchanging stringing, voltage transformer imports, and controls the drive actions of drive motor 7a, 8a, 9a (7b, 8b, 9b) respectively.In addition, power inverter 10a (10b) converts the electric power of accessory feed to by via the electric power exchanging stringing, voltage transformer imports and exports.
Power supply for passenger car device 6a (6b) converts direct current power to by via the alternating electromotive force exchanging stringing, voltage transformer imports, and is supplied to passenger vehicle.Interrupted ciruit 13a (13b) carries out break-make to the electric power supplied from power supply for passenger car device 6a (6b) respectively.
Emergency facility 20 converts 1 electric power selected the control electric power from drive motor 7a, 8a, 9a (7b, 8b, 9b) to direct current power, and the control electric power of above-mentioned drive motor 7a, 8a, 9a (7b, 8b, 9b) exports from power inverter 10a, 10b respectively.Commutation circuit 25 commutation circuit, to supply the standby power of the direct current power exported from emergency facility 20 as the electric power exported from power supply for passenger car device 6a (6b).
Control part 30 controls the action for subsequent use of power supply for passenger car.That is, the action of control part 30 pairs of emergency facilityes 20, interrupted ciruit 13a, 13b and commutation circuit 25 controls.This action for subsequent use is set forth below.
Next, structure and the action of power inverter 10a, 10b and emergency facility 20 are described.
Power inverter 10a possesses controller 1a, main transfer device 2a, main transfer device 3a, main transfer device 4a and auxiliary power unit (APU) 5a.
Main transfer device 2a, 3a, 4a control the drive actions of drive motor 7a, 8a, 9a respectively.In addition, the output of main transfer device 4a is exported by emergency facility 20.Drive motor 9a receives the output of main transfer device 4a via emergency facility 20 and is driven.Electric power from auxiliary power unit (APU) 5a is fed into the fixed loads frequently such as compressor.
Controller 1a is all together the action controlling power inverter 10a.AC-dc converter and the inverter of the AC-dc converter of main transfer device 2a, 3a, 4a and inverter, auxiliary power unit (APU) 5a have the semiconductor elements such as IGBT.Controller 1a controls the action of each device and circuit by controlling semiconductor element.
Power inverter 10b possesses controller 1b, main transfer device 2b, main transfer device 3b, main transfer device 4b and auxiliary power unit (APU) 5b.
Main transfer device 2b, 3b, 4b control the drive actions of drive motor 7b, 8b, 9b respectively.In addition, the output of main transfer device 2b is exported by emergency facility 20.Drive motor 7b receives the output of main transfer device 2b via emergency facility 20 and is driven.Electric power from auxiliary power unit (APU) 5b is fed into the frequency conversion loads such as the blowing engine of cooling.
Controller 1b is all together the action controlling power inverter 10b.The AC-dc converter of main transfer device 2b, 3b, 4b and the AC-dc converter of inverter and auxiliary power unit (APU) 5b and inverter have the semiconductor elements such as IGBT.Controller 1b controls the action of each device and circuit by controlling semiconductor element.
Emergency facility 20 possesses AC/DC converting circuit 21, select switch 22a, select switch 22b and isolating transformer 24.
Select switch 22a selects the output power supplying main transfer device 4a to drive motor 9a or AC/DC converting circuit 21.Select switch 22b selects the output power supplying main transfer device 2b to drive motor 7b or AC/DC converting circuit 21.Isolating transformer 24 generates the alternating electromotive force of insulated power inverter side and passenger car side.AC/DC converting circuit 21 converts the alternating electromotive force be transfused to direct current power and exports.
The direct current power be transfused to is switched to the output power line from power supply for passenger car device 6a or power supply for passenger car device 6b and exports by commutation circuit 25.In addition, commutation circuit 25 can switch 3 output states (export to power supply for passenger car device 6a, export to power supply for passenger car device 6b, do not export to any one party).
In addition, control part 30, in power inverter 10a, 10b, the transmission and reception carrying out signal between power supply for passenger car device 6a, 6b and operator platform (not shown), controls the action of emergency facility 20, interrupted ciruit 13a, 13b, commutation circuit 25.
Fig. 2 is the figure of the detailed circuit structure of the emergency facility 20 of the electric locomotive control setup 100 representing the first embodiment.
In emergency facility 20, except select switch 22a, select switch 22b, isolating transformer 24, AC/DC converting circuit 21, be also provided with earthing detection electric energy arithmetic and logic unit 23.
And AC/DC converting circuit 21 possesses: three-phase full wave rectifier circuit 21a, reactance 21b, cond 21c, voltage detecting sensor 21d, 21f and current detection sensor 21e.
Three-phase full wave rectifier circuit 21a converts the alternating electromotive force be transfused to direct current power.Reactance 21b, cond 21c form smoothing circuit, and the both end voltage of cond 21c becomes output voltage.Voltage detecting sensor 21d detects full voltage.Voltage detecting sensor 21f detects the voltage between car body and the earth.
Earthing detection electric energy arithmetic and logic unit 23 current detection sensor 21e and two voltage detecting sensor 21d, 21f detect ground connection.Such as, even if the full voltage detected by voltage detecting sensor 21d is common magnitude of voltage, when the car body detected by voltage detecting sensor 21f and the voltage between the earth deviate from 1/2 of full voltage largely, be also judged as exporting ground connection.In addition, when the current value detected by current detection sensor 21e has exceeded the threshold value of regulation, also ground connection has been detected.These detect that the information of ground connection is to the equipment for monitoring vehicles transmission being called TCMS.
Next, the basic concept of the structure of the electric locomotive control setup for the first embodiment is described.
The electric locomotive of the first embodiment draws electric locomotive for object with passenger vehicle lorry.That is, the electric locomotive of the first embodiment is that the situation both of these case being used in the situation of only drawing passenger vehicle and only tow truck determines its capability specifications for condition.
In general, passenger vehicle is lighter than lorry.Therefore, passenger vehicle lorry traction electric locomotive, when tow truck, the driving capacity limitation of its ability orientation to electric locomotive must be drawn, but when drawing passenger vehicle, driving capacity still has affluence, such as, as long as the towability below roughly half when towability during passenger vehicle traction has lorry to draw is just enough.On the other hand, when drawing passenger vehicle, need to the air-conditioning in passenger vehicle, illumination supply electric power, the power circuit carrying out supplying to passenger vehicle needing to make to be provided with in electric locomotive performs to the limit of its ability, but there is no air-conditioning, illumination in lorry during lorry traction, even if or have air-conditioning, illumination, if be more also very little capacity with passenger vehicle.
The electric locomotive of the first embodiment utilizes this feature to solve problem.In the electric locomotive control setup of present embodiment, when passenger vehicle draws, do not need to make all 6 circuit to the main transfer device that drive motor drives all carry out action.Therefore, when 1 group of power supply for passenger car there occurs fault, 1 circuit in 6 circuit of the main transfer device driven drive motor is disconnected from drive motor, connects to power supply for passenger car via isolating transformer, and make it carry out action to supply electric power as power supply for passenger car.Thus, do not need when power supply for passenger car there occurs fault to reduce the power supply capacity to passenger vehicle supply yet, the service quality reducing the passengers such as the air-conditioning in passenger vehicle can be avoided to reduce.
Below, the action when 1 group of power supply for passenger car there occurs fault is described.
Fig. 3 is the sequential chart representing the action of the electric locomotive control setup 100 of the first embodiment when power supply for passenger car fault.In figure 3, describe following situation: because power supply for passenger car device 6a there occurs fault, so drive main transfer device 4a to come to power supply for passenger car supply electric power as AC/DC changer.
Driving 6 drive motors in process by 2 groups of power supply for passenger car unit feeding power supply for passenger cars, when the AC/DC changer such as forming power supply for passenger car device 6a there occurs fault, performing an action by following order are being done as usual by 6 main transfer devices.
(step 1) power supply for passenger car device 6a changes into halted state from operative condition.
(step 2) control part 30 makes interrupted ciruit 13a from logical state → disconnected state, and the AC/DC changer of fault is disconnected from power supply for passenger car circuit.
(step 3) stops the action of main transfer device 4a.
(step 4) control part 30 makes select switch 22a action, the electric wireline of the main transfer device 4a being connected to drive motor 9a is connected to the power supply for passenger car supply side of emergency facility 20.
(step 5) main transfer device 4a produces the alternating electromotive force of power supply for passenger car supply.
(step 6) AC/DC converting circuit 21 produces the direct current power of power supply for passenger car supply.Control part 30 makes commutation circuit 25 action, and the direct current power of generation is supplied to the electric wireline from power supply for passenger car device 6a.
In addition, above-mentioned step 1 ~ 6 be not limited to automatically perform mode in steps, also can be configured to perform proper step according to the instruction of the chaufeur of electric locomotive.
In addition, in the above-described embodiment, each power inverter 10a, 10b be have selected and carry out 1 main transfer device for subsequent use, but be not limited to present embodiment.Also at least 1 main transfer device can be selected as use for subsequent use from all power inverters.Such as, and also can be configured in the arbitrary moment, when the driving of every day starts, chaufeur selectes main transfer device for subsequent use.Chosen main transfer device is allocated to and can be connected to drive motor and emergency facility by switching.
Below, description of step 5 record, main transfer device 4a produces the action of the alternating electromotive force of power supply for passenger car supply.
When the DC/AC changer of the main transfer device making to drive drive motor supply power supply for passenger car carries out action, as mentioned above, need the isolating transformer 24 being used for isolated main transfer device side and power supply for passenger car device side.Isolating transformer 24 is preferably according to the requirement of the installation space in electric locomotive little as far as possible.
In order to make isolating transformer 24 little as far as possible, in the present embodiment, the inverter making to carry out the main transfer device of action as DC/AC changer is with fundamental frequency action high during driving than drive motor.But, when making the inverter of main transfer device with higher fundamental frequency action, need to eliminate following problem points.
[by the restriction brought of generating heat]
When making the inverter of main transfer device with higher fundamental frequency action, need the switching frequency determining inverter according to the restriction of the on-off times in every first-harmonic one cycle.In general need the pulse count about 3 pulses of every first-harmonic one cycle, if make the limit of the switching frequency of inverter be about 1KHz, the fundamental frequency of inverter is 1KHz/3 ≈ 330Hz.
The heating that the limit of the switching frequency of inverter causes according to the generation loss by semiconductor element and cooling performance are determined.Switching frequency when driving drive motor is about 400Hz, below the half of outgoing current when outgoing current during power supply for passenger car supply is drive motor driving.Can think thus, switching frequency during power supply for passenger car supply can bring up to 1KHz, and 1KHz is the frequency of about 2 times of switching frequency when driving drive motor.In the first embodiment, illustrate based on the switching frequency of above-mentioned research when power supply for passenger car supplies it is the example of 1KHz.
In addition, the driving frequency that can improve is the frequency as mentioned above below the maximum frequency of allowing to main transfer device during passenger vehicle supply electric power.The driving frequency that can improve, the maximum frequency of namely allowing also can be set as preset value.
[minimizing of high order harmonic]
The inverter of main transfer device exports and is imported into isolating transformer 24.Now, the high order harmonic that the electric current being passed to isolating transformer 24 is comprised is needed to reduce as far as possible.Therefore, the output of the inverter of main transfer device is controlled by PWM (PulseWidthModulation) and becomes the voltage waveform of 3 pulses as shown in Figure 4, thus becomes the voltage waveform not producing high order harmonic as far as possible.In the example shown in Figure 4, as the switching frequency of semiconductor element, achieve 1KHz by using the base frequency of 330Hz.
[effect of the first embodiment]
According to the electric locomotive control setup of the first embodiment, when the AC/DC changer of power supply for passenger car device there occurs fault, main transfer device that drive motor is driven can be switched and make it play the effect of the AC/DC changer forming power supply for passenger car device.Therefore, the output capacity of power supply for passenger car can not be reduced, so can avoid causing the service quality of the air-conditioning of passenger vehicle etc. to reduce.
[the second embodiment]
In this second embodiment, it is different from the first embodiment that power supply for passenger car device this point is not set in electric locomotive control setup.Identical Reference numeral is marked to the position identical with the first embodiment and omits its detailed description.
Fig. 5 is the figure of the structure of the electric locomotive control setup 100 representing the second embodiment.
In this second embodiment, compared with the first embodiment, power supply for passenger car device, interrupted ciruit and commutation circuit are not set.And the alternating electromotive force of main transfer device 4a or main transfer device 2b any one party is converted into direct current power by AC/DC converting circuit 21, and is fed into passenger vehicle.That is, in this second embodiment, electric power can be supplied by 1 main transfer device to passenger vehicle.
In the case, when electric locomotive traction passenger vehicle, a main transfer device must carry out action as objective power supply on vehicle, therefore, a drive motor is had to produce propulsive effort, but because as mentioned above when passenger vehicle draw, tractive force also has has more than needed, even if so 1 electrical motor does not drive does not hinder yet.
In addition, when there occurs fault to the main transfer device of passenger vehicle supply electric power, being switched by control part 30, controller, supplying electric power to make other main transfer device to passenger vehicle.Therefore, achieve for the electric power to passenger vehicle supply for subsequent use.
[effect of the second embodiment]
According to the electric locomotive control setup of the second embodiment, can avoid reducing the service quality of passenger, and owing to not needing power supply for passenger car device (2), so the size of electric locomotive control setup can be reduced.
In addition, the present invention is not intactly defined in above-mentioned embodiment, but can implementation phase in the scope not departing from its purport, inscape be out of shape and specialize.
Various invention can be formed by the suitable combination of multiple inscape disclosed in above-mentioned embodiment.Such as, also some inscapes can be deleted from all inscapes shown in embodiment.Further, also can the inscape in different embodiments be carried out appropriately combined.
Description of reference numerals
1a, 1b controller, the main transfer device of 2a ~ 4a, 2b ~ 4b, 5a, 5b auxiliary power unit (APU), 6a, 6b power supply for passenger car device, 7a ~ 9a, 7b ~ 9b drive motor, 10a, 10b power inverter, 20 emergency facilityes, 21 AC/DC converting circuits, 24 isolating transformers, 30 control parts, 100 electric locomotive control setups.
Claims (17)
1. an electric locomotive control setup, is characterized in that, possesses:
Multiple first transfer device, its driving motor to electric locomotive supply electric power;
Multiple second transfer device, it is at least one passenger vehicle supply electric power; And
At least one switch, it is arranged between described first transfer device and described passenger vehicle, can carry out the switching being switched on or switched off electric power from the first transfer device described at least one to described passenger vehicle.
2. electric locomotive control setup according to claim 1, is characterized in that,
Also possess power conversion circuit, described power conversion circuit is arranged between described first transfer device and described passenger vehicle, the electric power of the first transfer device described at least one can be changed to described passenger vehicle electric power.
3. electric locomotive control setup according to claim 1, is characterized in that,
Also possesses control part, described control part is connected with switch described at least one, and make described switch motion, so that when described second transfer device there occurs fault, first transfer device described at least one is disconnected from described driving motor, the first transfer device described at least one is connected to described passenger vehicle.
4. electric locomotive control setup according to claim 1, is characterized in that,
Also possess emergency facility,
Described emergency facility is arranged between described first transfer device and described switch,
Described emergency facility possesses at least one optionally switch, isolating transformer and change-over circuit,
Electric power can make engine-driven described first transfer device be switched on or switched off to described isolating transformer and change-over circuit from least one by described optionally switch,
Further, electric power can provide to described passenger vehicle by described change-over circuit.
5. electric locomotive control setup according to claim 1, is characterized in that,
Described control part as feed electrical power to described passenger vehicle described first transfer device inverter PWM control, the switching frequency of the semiconductor element in this transfer device is increased.
6. electric locomotive control setup according to claim 2, is characterized in that,
The switching frequency of described increase controls to allow maximum frequency when described first transfer device supplies the electric power of described passenger vehicle by described control part.
7. electric locomotive control setup according to claim 3, is characterized in that,
Described first transfer device used as described replacement can be specified in advance before fault.
8. an electric locomotive control setup, is characterized in that, possesses:
Multiple first transfer device, the electric power that the driving motor of its supply to passenger vehicle and electric locomotive controls;
Power conversion circuit, the electric power of specific first transfer device is converted to the electric power of described passenger vehicle by it via isolating transformer; And
Control part, it controls, in described first transfer device is disconnected from driving motor and is connected to described power conversion circuit, with by electricity usage in passenger vehicle.
9. electric locomotive control setup according to claim 8, is characterized in that,
Described control part controls as the PWM of the inverter of described transfer device, and the switching frequency of the semiconductor element be connected in the described transfer device of described power conversion circuit is increased.
10. electric locomotive control setup according to claim 9, is characterized in that,
The switching frequency of described increase controls to allow below maximum frequency when described first transfer device supplies the electric power of described passenger vehicle by described control part.
11. electric locomotive control setups according to claim 8, is characterized in that,
Described power conversion circuit can optionally be connected with described specific first transfer device and other the first transfer device,
Described control part controls, so that when described specific first transfer device there occurs fault, is disconnected by other the first transfer device described and be connected to described power conversion circuit to use from described driving motor.
12. 1 kinds of electric locomotive control methods, is characterized in that,
From multiple transfer device to the drive motor of electric locomotive supply electric power,
When the flowing of the electric power of trailer there occurs fault, from least one drive motor to the flowing of trailer power conversion.
13. electric locomotive control methods according to claim 12, is characterized in that,
Via isolating transformer, to described trailer power conversion.
14. electric locomotive control methods according to claim 12, is characterized in that,
PWM as the inverter of described transfer device controls, and making is increased by the switching frequency of the semiconductor element in the described transfer device of switch.
15. electric locomotive control methods according to claim 14, is characterized in that,
When described transfer device is to trailer supply electric power, described switching frequency is allowing below maximum frequency.
16. electric locomotive control methods according to claim 12, is characterized in that,
Described transfer device can optionally connect,
When described specific transfer device there occurs fault, other transfer device is disconnected from described driving motor and is used in the electric power supplying described trailer.
17. 1 kinds of electric locomotive control methods, is characterized in that,
When power supply for passenger car device there occurs fault, power supply for passenger car device is changed over halted state from operative condition,
The circuit from described power supply for passenger car circuit to power supply for coaches is made to be off state,
Stop the action of a transfer device in multiple transfer device,
By select switch action to be stopped and the electric wireline being connected to a described transfer device of drive motor is connected to the power supply for passenger car supply side of emergency facility,
Described transfer device produces the alternating electromotive force of power supply for passenger car supply,
By AC/DC converting circuit, produce the direct current power of power supply for passenger car supply,
By commutation circuit, the direct current power of generation is supplied to the described electric wireline from described power supply for passenger car device.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2013087520A JP6261873B2 (en) | 2013-04-18 | 2013-04-18 | Electric locomotive control device |
| JP2013-087520 | 2013-04-18 | ||
| PCT/JP2013/005345 WO2014170931A1 (en) | 2013-04-18 | 2013-09-10 | Electric locomotive control device and electric locomotive control method |
Publications (2)
| Publication Number | Publication Date |
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| CN105189187A true CN105189187A (en) | 2015-12-23 |
| CN105189187B CN105189187B (en) | 2018-01-09 |
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| CN201380074360.XA Active CN105189187B (en) | 2013-04-18 | 2013-09-10 | Electric locomotive control device and electric locomotive control method |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP6261873B2 (en) |
| CN (1) | CN105189187B (en) |
| WO (1) | WO2014170931A1 (en) |
Cited By (2)
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| CN107150594A (en) * | 2016-03-03 | 2017-09-12 | 株式会社东芝 | Control apparatus for electric railcar |
| CN112319223A (en) * | 2020-10-29 | 2021-02-05 | 中车齐齐哈尔车辆有限公司 | Train power supply system and train |
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| US9647602B1 (en) * | 2015-11-04 | 2017-05-09 | GM Global Technology Operations LLC | Determination of stator winding resistance in an electric machine |
| CN106385210B (en) * | 2016-09-30 | 2018-12-28 | 株洲中车时代电气股份有限公司 | Continuous current locomotive speed control unit and method based on flexible AC pressure regulation |
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Also Published As
| Publication number | Publication date |
|---|---|
| WO2014170931A1 (en) | 2014-10-23 |
| CN105189187B (en) | 2018-01-09 |
| JP6261873B2 (en) | 2018-01-17 |
| JP2014212621A (en) | 2014-11-13 |
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