JP2020005424A - Driving system for railroad vehicle, active filter device in the system, and driving method for railroad vehicle - Google Patents

Abstract

To provide a preferable active filter device to a driving system for a railroad vehicle.SOLUTION: An active filter device 155 in a main operation state that is a state where an inverter 113 performs an operation for suppressing generated return wire noise current in a main circuit of a driving system for a railroad vehicle is transited to a stop state when a first kind of abnormality related to the active filter device is detected, but is transited to a standby-state that is a state of capable of being transited to the main operation state without performing start processing when a second kind of abnormality that is abnormality lighter than the first kind of abnormality related to the active filter device is detected.SELECTED DRAWING: Figure 1

Description

  The present invention generally relates to a drive system for a railway vehicle, an active filter device in the system, and a method for driving a railway vehicle.

  In general, a main circuit of a drive system for a railway vehicle is provided with a filter reactor and a filter capacitor that suppress pulsation of a voltage generated when an inverter driven by an electric motor that drives the railway vehicle operates. A filter including a filter capacitor and a filter reactor suppresses an increase in a retrace noise current, which is a harmonic voltage generated from the inverter and returning to the retrace. It is considered preferable to provide an active filter device for further suppressing an increase in the retrace noise current. As an example of an active filter device, for example, devices disclosed in Patent Documents 1 to 3 are known.

JP-A-5-260662 JP 2012-143095 A JP 2014-147234 A

  Generally, when an abnormality relating to the active filter device is detected, the active filter device is considered to be in a stopped state. This is because, if there is an abnormality related to the active filter device, the performance of suppressing an increase in the retrace noise current is considered to be reduced. Therefore, even if an abnormality is detected, the main operation (operation to suppress the retrace noise current generated by the inverter) is performed. Is continued, the retrace noise current can increase.

  However, as a result of the inventor of the present application diligently examining the active filter device of the drive system for a railway vehicle, the following findings have been obtained. That is, it is considered undesirable to uniformly stop the active filter device when an abnormality related to the active filter device is detected in the railway vehicle drive system. One reason is that the railcar is a moving object. Specifically, for example, during traveling of a railway vehicle, it is necessary to stop the traveling railway vehicle in order to temporarily stop the active filter device and then perform the main operation again after starting processing. Can occur, but doing so is not preferred.

  Patent Documents 1 to 3 disclose an active filter device as described above. However, techniques for solving the above-described problems (knowledge) regarding the active filter device of the drive system for a railway vehicle are both disclosed and suggested. Absent.

  Therefore, an object of the present invention is to provide an active filter device which is preferable for a drive system for a railway vehicle.

  When a first type of abnormality relating to the active filter device is detected in the main operation state in which the active filter device performs an operation of suppressing a retrace noise current generated by the inverter in the main circuit of the railway vehicle drive system. Transitions to a stop state, but when a second type of abnormality, which is a milder abnormality than the first type of abnormality, is detected with respect to the active filter device, the main operation state is entered without performing the startup process. The state transits to the standby state, which is a transitable state.

  If the active filter performs the main operation with a slight abnormality, noise may be generated from the active filter.However, when the active filter is stopped, the active filter returns to the main operation state through a start-up process. Become. Therefore, when a minor abnormality is detected, the state is shifted to the standby state, which is a state in which the state can be quickly shifted to the main operation state without performing the main operation. Can be. ADVANTAGE OF THE INVENTION According to this invention, the active filter apparatus preferable for a drive system for railway vehicles is provided.

1 is a configuration diagram of a drive system for a railway vehicle according to a first embodiment. FIG. 2 is a configuration diagram of an AF (active filter) in FIG. 1. FIG. 4 is a state transition diagram of AF. 9 is a flowchart showing a process according to the type of abnormality detected in the main operation state of the AF. 6 is a timing chart of control from AF start to main operation. 7 is an example of an AF timing chart when a difference occurs in the output voltage of the AC current sensor during a main operation period. 5 is an AF timing chart when an overcurrent occurs in a main circuit during a main operation period. FIG. 6 is a configuration diagram of a railway vehicle drive system according to a second embodiment. FIG. 10 is a configuration diagram of a railway vehicle drive system according to a third embodiment. FIG. 13 is a configuration diagram of a drive system for a railway vehicle according to a fourth embodiment.

  In the following description of the embodiments, where necessary for convenience, the description will be made by dividing into a plurality of sections or embodiments, but unless otherwise specified, they are not unrelated to each other, and one is the other. In some or all of the modifications, details, supplementary explanations, and the like. Further, in the following description of the embodiments, the number of elements (including the number, numerical value, amount, range, etc.) is referred to, particularly when the number is explicitly specified, and when the number is limited to a specific number in principle. However, the number is not limited to the specific number, and may be more or less than the number of characteristics.

  Further, in the following description of the embodiments, the constituent elements (including element steps, etc.) are not necessarily essential unless otherwise specified or considered to be essential in principle. Needless to say. Similarly, in the following description of the embodiments, when referring to the shapes, positional relationships, and the like of the components and the like, unless otherwise specified, and in principle, it is considered that it is clearly not the case, etc. It shall include those similar or similar to the shape and the like. This is the same for the above numerical values and ranges.

  First Embodiment A drive system according to a first embodiment and a railway vehicle using the same will be described with reference to FIGS. 1 to 5.

  FIG. 1 is a configuration diagram of the railway vehicle drive system according to the first embodiment.

  The railway vehicle drive system drives one or more main motors 101 (IM1 to IM4 in this embodiment) that drive the railway vehicle. The railway vehicle drive system may or may not include IM1 to IM4. The railway vehicle drive system includes a main circuit 100 that converts DC power from an overhead line 102 (in other words, a pantograph 50 (hereinafter, referred to as PAN)) into AC power and outputs the AC power to IM1 to IM4; An active filter device 155 (hereinafter, referred to as AF) magnetically coupled to the high-side (High side) and a control logic unit 150 (an example of a control device) that controls the AF, the main circuit 100, and the like.

  The main circuit 100 includes a main switch 111 (hereinafter, referred to as MS) for electrically separating the overhead circuit voltage (for example, DC 1500 V) from the overhead line 102 (PAN) from the main circuit 100, and electrically connects the ground side and the main circuit 100 to each other. And a high-speed circuit breaker 190 (hereinafter, HB) that cuts off the overcurrent when an overcurrent (accident current) occurs on the inverter 113 (hereinafter, INV) side. ) And one or a plurality of disconnectors 115 (in this embodiment, two disconnectors 115, LB1 and LB2) for opening the main circuit 100 when the INV malfunctions. The main circuit 100 includes a voltmeter 116 (hereinafter, DCPT1), a voltmeter 117 (hereinafter, DCPT2), a discharge resistor 118 (hereinafter, DCHRe), a discharge switch 119 (hereinafter, DS), an overvoltage discharge Element 120 (hereinafter, OVTr), discharge resistor 121 (hereinafter, OVRe), filter reactor 122 (hereinafter, FL1), filter capacitor 124 (hereinafter, FC), contactor 125 (hereinafter, AFK), INV (An example of a first inverter). Further, the main circuit 100 has a charging resistor 148 (hereinafter, CHRe) connected in parallel with LB2.

  The INV converts DC power from the PAN into AC power using IM1 to IM4 as loads. The INV includes one element group, and the element group includes a plurality (or one) of the element units 140 (three element units A to C in this embodiment). Each element unit 140 has one or more semiconductor switch elements. INV may be a general inverter that forms a two-level or three-level circuit with semiconductor switch elements and converts DC power into three-phase variable frequency and variable voltage. Note that each of the IM1 to IM4 serving as the load of the INV may be a general motor (for example, a synchronous motor).

  FL1 and FC are interposed between LB1 and LB2 and INV to suppress voltage pulsation generated when INV is operated.

  The AFK is connected to the AF and a power supply (not shown) of the AF (hereinafter, an AF power supply). When the AFK is turned on, power from the AF power supply is provided to the AF through the AFK. Although not shown, the AF power supply is an external power supply of the main circuit 100 (for example, a power supply based on power from PAN or another power supply).

  The control logic unit 150 may be realized by executing a program by a processor, or may be realized by a hardware circuit such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field-Programmable Gate Array). . The control logic unit 150 controls operations such as AFK, AF, and HB. For example, to charge the FC first, the control logic unit 150 turns on HB and LB1 (LB2 is off). FC is charged from PAN via HB, LB1, CHRe and FL1. After the charging of the FC is completed, the control logic unit 150 turns on LB2. As a result, the DC current path from PAN to INV conducts. When INV operates, IM1 to IM4 operate, and the railway vehicle runs. When a fault current (overcurrent) caused by a ground fault or the like is detected by the control logic unit 150, the PAN and the main circuit are electrically disconnected by the self-trip function of the HB. The current path is cut off by turning off LB2.

  As described above, in this embodiment, the AF is prepared in the drive system. AF reduces the retrace noise current. Specifically, a reactor 123 (hereinafter, FL2) facing FL1 is prepared. A transformer (for example, an air-core transformer or an iron-core transformer) in which FL1 (main circuit high-voltage line side) is a primary reactor and FL2 is a secondary reactor is configured. AF is connected to FL2. The AF can reduce the retrace noise current that has increased due to the low inductance of the FL1.

  FIG. 2 is a configuration diagram of the AF (active filter device 155).

  As shown in the figure, the AF includes a control substrate 200 (an example of a control circuit) and an inverter substrate 250 (the substrates are not distinguished from each other like the control substrate 200 and the inverter substrate 250, and the AF is configured as an integrated substrate). May be done). The control board 200 includes a signal trimmer 202, a comparator 203, a microcomputer 204, a PWM (Pulse Width Modulation) generator 205, input units (for example, input terminals) 211 to 215, and an output unit (for example, output terminals) 221. To 224. The inverter board 250 includes a power generator 251, a current reducing resistor 252 (hereinafter, RCL), a power switch 253, a drive circuit 254 (hereinafter, GD), an AC switch 255, and a reactor 256 (hereinafter, Lf). , A capacitor 257 (hereinafter, Cf), an inverter (an example of a second inverter) 258, a DC current sensor 259 (hereinafter, DCCT), input units (for example, input terminals) 261 to 264, and an output unit (for example, (Output terminals) 271 and 272.

  The output unit 271 of the inverter board 250 is connected to FL2 and is magnetically coupled to the P side of the main circuit 100. Note that the coupling coefficient k of the magnetically coupled FL1 and FL2 is preferably less than 1 (for example, 0 <k <1). Thereby, there is an advantage that the influence of the voltage fluctuation on the primary side high voltage main circuit side on the AF on the secondary side can be reduced. This advantage is considered significant for rail vehicles. Because, generally, FL1 is provided under the floor of a railway vehicle, and the underfloor of the railway vehicle is exposed to rain or snow. This is because a large current flows through the main circuit 100 from the above. Setting the coupling coefficient k to less than 1 can be expected to be realized by adjusting the winding ratio of FL1 and FL2 and the relative position of FL1 and FL2.

  Further, in this embodiment, the inverter board 250 has a DCCT, an AC switch 255, and a GD for driving the AC switch 255. Thereby, the overcurrent on the primary side propagating to the inverter 258 in the AF via the FL1 and FL2 can be minimized, and as a result, the coupling coefficient k can be effectively reduced. Specifically, when the DCCT detects the overcurrent propagated to the secondary side, the GD turns off the AC switch 255. More specifically, it is as follows. That is, AC switch 255 interposed between inverter 258 and FL2 is normally on. This is because, as described later, the AC voltage signal (noise reduction signal) is transferred from the inverter 258 to FL1 via FL2 to reduce the retrace noise current. An output voltage indicating a DC current detected by the DCCT is input to the microcomputer 204 via the output unit 272 and the input unit 215. When the output voltage from the DCCT indicates an overcurrent that has propagated to the secondary side, the microcomputer 204 outputs a GD drive signal. The drive signal is input to the GD via the output unit 223 and the input unit 263. The GD turns off the AC switch 255 in response to the drive signal. As a result, the path between FL2 and the inverter 258 is cut off, and as a result, the magnetic coupling between the primary side and the secondary side is cut off. By performing such control, overcurrent propagating to the secondary side can be minimized, and as a result, AF noise resistance is enhanced, reliability is improved, and the inverter 258 is downsized. be able to. The configuration of the AC switch 255 is not particularly limited. The AC switch 255 may be a circuit in which a so-called analog switch capable of transmitting an AC voltage and a resistance element are connected in parallel.

  The AF uses, as an input signal, an AC output voltage from one or a plurality of AC current sensors 201 (in this embodiment, ACCT1 and ACCT2 which are two AC current sensors 201) installed on the main circuit P side which is a primary side. I do. One purpose of AF is to eliminate AC components that can be included in DC current from PAN. For this reason, a sensor dedicated to AC, such as ACCT1 and ACCT2, may be used as a sensor, and as a result, a sensor smaller than a sensor that can extract not only an AC component but also a DC component (for example, a hall sensor) may be used. It should just be adopted. AC current sensor 201 is an example of a current sensor that detects an AC current component superimposed on main circuit 100.

  The signal trimmer 202 trims an input signal of a desired frequency band from input signals (for example, signals of AC components of all frequency bands) from the ACCT1 and ACCT2. Specifically, for example, the signal trimmer 202 corresponds to a control gain K and a band pass filter (BPF) constructed in the microcomputer 204, and trims an input signal in a desired frequency band. These trimmed signals are applied as a carrier wave 280 to the PWM generator 205, and the PWM control signal (PWM control signal for eliminating the AC component in the desired frequency band) 281 generated by the microcomputer 204 is used to generate the PWM signal. Input to the device 205. A signal based on the carrier wave 280 and the PWM control signal 281 is generated by the PWM generator 205, and the signal is input to the inverter 258 in the inverter board 250 via the output unit 224 and the input unit 264, and is output from the inverter 258 based on the signal. An AC voltage Vc is output. This Vc is a voltage signal controlled to reduce the retrace noise current detected by ACCT1 installed on the primary circuit line on the primary side. This noise reduction signal is shaped by a filter circuit composed of Lf and Cf, and is transferred from FL2 to FL1 (Vaf shown is the AF output voltage). The noise reduction signal (voltage signal) transferred to FL1 is a signal having the opposite phase of the AC component of the signal in FL1. With the above configuration, even when the inductance of the FL1 is reduced, the retrace noise current can be reduced, and as a result, malfunction of the signal device on the track circuit can be prevented.

  Note that AF reduces the retrace noise current, but if the AF is not normal, the AF itself may generate noise.

  Therefore, the AF has a self-check function and a monitor function.

  The monitor function will be described. According to the monitor function, the following comparison is performed (the self-check function will be described later with reference to FIG. 3).

  First, the comparator 203 performs a first comparison, which is a comparison for detecting whether or not the entire AF is normal. Specifically, the comparator 203 determines whether or not the trimmed AC current component input to the AF via the input unit 212 is equal to or lower than a desired level, that is, a prescribed level of the track circuit.

  Second, the comparator 203 performs a second comparison, which is a comparison for detecting whether or not the AC current sensor 201 has failed. Specifically, the comparator 203 determines whether the difference between the two signals input from the ACCT1 and ACCT2 via the signal trimmer 202 is equal to or smaller than the specification value of the AC current sensor 201.

  An AF monitor signal 291 and an AF operation signal 292 based on the results of the first and second comparisons are output. Specifically, when the AC component exceeds the specified level (that is, when the retrace noise current exceeds the specified level), or when the difference exceeds the specified value of the AC current sensor 201, The AF monitor signal 291 and the AF operation signal 292 are signals indicating such AF abnormality.

  The output AF monitor signal 291 is input to the control logic unit 150 via the output unit 221. Further, the AF operation signal 292 is input to the control logic unit 150 via the output unit 222. The control logic unit 150 stops the main operation of the AF as necessary based on at least one of the AF monitor signal 291 and the AF operation signal 292.

  The significance of the second comparison is, for example, as follows. The AF uses an output signal of the AC current sensor as an input value. Therefore, if the input value deviates from the actual retrace noise current value, a desired signal is not output from the AF, and the AF itself may generate a noise current for the signal device of the track circuit. Therefore, in the present embodiment, ACCT1 and ACCT2 are provided as an example of at least two AC current sensors, and it is determined whether or not the difference between the AC current components detected by ACCT1 and ACCT2 exceeds a predetermined value. If the result is true, it is determined that one of ACCT1 and ACCT2 has failed.

  Also in the following cases, the soundness of the AF device can be ensured by determining the output voltage of ACCT by the comparator. For example, when the regenerative electric power from the railway vehicle running on the route enters the overhead line, the overhead line voltage rises sharply, and vice versa, when the railway vehicle traveling around is rapidly accelerated, the overhead line voltage drops sharply. A sudden change in overhead line voltage may occur. In this case, a resonance current depending on the parasitic inductance of the overhead wire and the FL1 and FC in the railcar is generated. AF controls to reduce the retrace noise current. Since the resonance current is an AC component similarly to the retrace noise current, control for reducing the resonance current can be performed. Therefore, a large load may be applied to the inverter 258 in the AF, and as a result, a component in the AF, for example, an AC current sensor may be damaged. Therefore, in the present embodiment, ACCT1 and ACCT2 are provided as an example of at least two AC current sensors, and it is determined whether or not the AC current component detected by one of ACCT1 and ACCT2 exceeds a predetermined value, and the determination is made. If the result is true, it is determined that a catenary sudden change has occurred, and control is performed so that the main operation of AF is stopped.

  With the above monitor function, it is possible to monitor whether or not the AF is normal. As an interface between the AF and an external device (for example, the control logic unit 150), for example, in addition to the AF monitor signal 291, an AF standby command 293 for putting the AF into a standby state, an AF gate for activating the inverter 255 in the AF are provided. There are a start command and an AF operation signal 292 for transmitting whether the AF is operating normally. The AF standby command 293 is input from the control logic unit 150 via the input unit 211. The AF gate start command is input from the control logic unit 150 via the input unit 213. The AF operation signal 292 is output to the control logic unit 150 via the output unit 222. Preferably, the above control may be performed using the microcomputer 204. For example, a watchdog timer, an interrupt controller, an arbitrary pulse output IF (interface), and a control for controlling the inverter 258 in the inverter board 250 may be performed. Something like a PWM timer may be used.

  In this embodiment, the AF power supply is an external DC 100 V power supply. A 100 VDC power supply is externally input to the power generation unit 256 in the inverter board 250 via the AFK. The power generation unit 256 generates various power levels required for AF. When a high-voltage power supply is supplied to the inverter board 250, charging is performed via the RCL, and thereafter, the power supply switch 253 is turned on, thereby preventing generation of an inrush current.

  Next, the AF sequence will be described with reference to the state transition diagram of FIG. In FIG. 3, solid arrows indicate transitions due to a command, and dotted arrows indicate transitions without a command.

  The AF state includes a stop state 300, a monitoring state 301, a self-check state 302, a standby state 303, and a main operation state 304.

  The stop state 300 is a state in which the AF power (AFK) is shut off, or a state in which the AF power is turned on but the AF standby command 293 (and the AF gate start command 294) is not turned on.

  When the AF power supply (AFK) is turned on, first, the AF enters the monitoring state 301. The monitoring state 301 is a state in which signals (commands) can be transmitted and received with the control logic unit 150.

  When an AF standby command 293 (ON) is input from the control logic unit 150 to the microcomputer 204, the AF enters the self-check state 302. Specifically, the microcomputer 204 of the AF is initialized, the power is turned on to the inverter board 250 and the control board 200 of the AF, and the microcomputer 204 performs a self-check (self-diagnosis). The self-check is performed, for example, by a reset operation (power-on or various settings) of the microcomputer 204 or an A / D (analog-to-digital conversion) control unit (not shown) in the microcomputer 204 for accurately capturing an analog voltage signal into the microcomputer 204. Includes correcting the reference voltage, outputting a PWM test pattern, and detecting a voltage signal from the DCCT. At the time of the self-check, a PWM signal is input to the inverter 258 by the PWM generator 205, and a sine wave of a predetermined frequency is output by the inverter 258 based on the PWM signal. At this time, the current value is detected by the DCCT, and a voltage signal indicating the current value detected by the DCCT is input to an analog terminal of the microcomputer 204. That is, a current flows in a closed loop of the AF, and the value of the current is detected by the DCCT and fed back to the microcomputer 204. If the input analog value is an appropriate value as the output sine wave of the predetermined frequency, the microcomputer 204 determines that the AF is normal. The self-check is performed before PAN and INV are electrically connected, specifically, before HB, LB1, and LB2 are turned on. If there is an abnormality in the AF, the AF will generate noise during the self-check, and the noise may propagate to the primary side via the FL2.However, during the self-check, LB1 and LB2 are turned off. Therefore, it is possible to prevent the output current (noise) of the AF from flowing out to the return line. The processing from turning on the AF power supply to the completion of the self-check is an example of the start-up processing.

  If any AF abnormality is detected by the self-check, the AF state returns to the monitoring state 301. The microcomputer 204 negates the AF operation signal 292 to the control logic unit 150, that is, transmits the AF abnormality to the control logic unit 150.

  On the other hand, if no abnormality is detected in the self-check, the AF enters the standby state 303. As will be described later with reference to FIG. 5, in the AF standby state 303, HB is turned on on the main circuit 100 side, and LB1 is open (off). For this reason, AF and FL1 and FL2 are closed circuits, and are in a state where the main operation of AF can be performed by inputting the AF gate start signal. Note that instead of transitioning from the monitoring state 301 to the standby state 303 via the self-check state 302, the transition from the monitoring state 301 to the standby state 303 without transition to the self-check state 302 triggered by the AF gate start signal. (In this case, the transition to the main operation state 304 is performed via the standby state 303).

  When an AF gate start command 294 is input from the control logic unit 150, the AF transitions from the standby state 303 to the main operation state 304. In the main operation state 304, the AF performs a main operation for reducing the retrace noise current. In the main operation state 304, the behavior of the AF is monitored to maintain the soundness of the AF (the above-described monitoring function is executed).

A sequence when an abnormality is detected in the main operation state 304 will be described with reference to FIG. According to FIG. 4, in this embodiment, there are eight types of AF abnormalities. Specifically, it is as follows. Each of the following (a) and (b) corresponds to a serious failure (an example of the first type of abnormality), and any of the following (c) to (h) corresponds to a minor failure (an example of the second type of abnormality): Corresponds to. Note that a minor failure is a minor failure than a major failure.
(A) The retrace noise current has exceeded the specified level (the AC current component detected by either ACCT1 or ACCT2 has exceeded the specified level).
(B) Failure of either ACCT1 or ACCT2.
(C) Overcurrent (fault current) on the primary side of the main circuit.
(D) Rapid change of overhead wire current.
(E) Overcurrent in AF (current value detected by DCCT exceeds specified value).
(F) A decrease in the main voltage of the AF or the power supply voltage of the control board 2000.
(G) Overheating of the inverter 258 in the AF.
(H) Failure of inverter 258 in AF.

  When an AF abnormality is detected in the main operation state 304 (S401: Yes), the microcomputer 204 determines whether the detected AF abnormality is a serious failure (S402).

  If the determination result in S402 is true (S402: Yes), the AF transits to the stop state 300 via the monitoring state 301 (S403). Specifically, for example, the microcomputer 204 turns off the AC switch 255, transits to the monitoring state 301, and transmits an AF operation signal 292 and an AF monitor signal 291 indicating a serious failure to the control logic unit 150. In response, the control logic unit 150 negates the AF standby command 293 and the AF gate start command 294, for example, so that the AF transitions to the stop state 300, and the control logic unit 150 releases LB1 and LB2. (Off).

  If the result of the determination in S402 is false (S402: No), that is, if the detected AF abnormality is a minor failure, the AF state transitions to the standby state 303. When the state of the AF transitions to the standby state 303, the AF immediately transitions to the main operation state 304 when the AF gate start signal 204 is input again.

  Hereinafter, a specific example of the sequence in FIG. 4 will be described.

  First, an example regarding a serious failure will be described. For example, when the detected AF abnormality is the abnormality (a) or (b), the AF abnormality is determined to be a serious failure. This is because both (a) and (b) are defined as abnormalities in which the influence of the track circuit on the signal device is relatively high. The determination of a serious failure is performed by the comparator 203, and the result of the determination that the failure is a major failure is input to the microcomputer 204. In response to the input of the determination result, the microcomputer 204 stops the inverter 258 by turning off the gate of the inverter 258 in the AF. The AF operation signal is negated by the comparator 203 (that is, the AF operation signal is set to the AF operation signal 292 indicating abnormality). When the control logic unit 150 determines that the AF abnormality is a serious failure based on the negation of the AF operation signal (and the AF monitor signal 291), the control logic unit 150 releases LB1 and LB2 of the main circuit 100 and performs AFK. Is turned off. As a result, the power supply to the AF is stopped, and the AF is completely stopped. The AF operation signal 292 is a signal (a signal flowing through a 2-bit bus line) for the control logic unit 150 to monitor whether or not an AF failure has occurred (regardless of the level of the AF failure). The signal 291 is a signal (signal flowing through an 8-bit bus line) indicating whether or not each of the above (a) to (h) has occurred. When the AF operation signal 292 indicates that an AF failure has occurred, the control logic unit 150 determines that the AF failure is significant depending on which of the 8-bit flags constituting the AF monitor signal 291 is on. Determine whether the failure is minor or minor.

  Next, an example regarding a minor failure will be described. For example, if the detected AF abnormality is any of the abnormalities (c) to (h) described above, the AF abnormality is determined to be a minor failure. This is because any of the above (c) to (h) is defined as an abnormality in which the influence of the track circuit on the signal device is relatively low. The determination of the minor failure is performed by the microcomputer 204 based on various abnormal signals from the inverter 258 in the AF. When a minor failure is detected, the microcomputer 204 deactivates the PWM control signal 281 and stops the inverter 258 by gate-off of the inverter 258 in the AF. The AF operation signal is negated. When the control logic unit 150 determines that the AF abnormality is a minor failure based on the negation of the AF operation signal (and the AF monitor signal 291), the control logic unit 150 re-inputs the AF gate start signal to AF. Since the state of the AF in which the minor failure is detected is the standby state 303, the A is returned to the main operation state 304 by re-inputting the F gate start command.

  Next, control from the AF start to the main operation will be described with reference to FIG. In FIG. 5, reference numeral 500 denotes an AF power supply (100 V DC). Reference numerals 501 to 503 indicate power supplies generated by the power supply generator 251. Reference numeral 504 denotes a power supply on the main circuit P side. Reference numeral 505 indicates a PWM signal (U phase). Reference numeral 506 indicates a PWM signal (V phase). Vc indicates the INV output voltage. Vaf indicates the output voltage of AF. Reference numeral 507 indicates an output voltage of ACCT (for example, ACCT1).

  According to FIG. 5, the activation period 550 of the AF is from when the AF power is turned on until the self-check is completed. After inputting the HB (t51), the control logic unit 150 turns on the AFK (that is, turns on the DC power supply of 100 V AF) and issues the AF standby command 293 (t52). When the AF standby command 293 is input, the AF is initialized. Specifically, for example, activation of a reset terminal of the microcomputer 204, activation of various power supply voltages 501 to 504 of AF, activation of a control constant, and activation (ON) of the AC switch 255 are performed. After the main circuit charge of the AF (100 V charge to Cf) is performed (t53), the microcomputer 204 (or the control logic unit 150) turns on the power switch 253 (t54), thereby completing the initialization of the AF. I do. Thereafter, the AF enters the self-check state 303. That is, a self-check is performed. If there is no abnormality in the self-check, the AF operation signal 292 is asserted (and LB1 is turned on) (t55). As a result, normality is transmitted to the control logic unit 150. In the self-check, since LB1 is in the open state, AF is not connected to the overhead line 102. In the self-check, for example, the microcomputer 204 outputs a predetermined test pattern (sine wave of a predetermined frequency), and detects an output current at that time by DCCT. If the current value is equal to or less than the specified value, the result of the self-check is a result of normal. According to the example of FIG. 5, at the completion of the self-check, if there is no abnormality (that is, if the result of the self-check is normal), LB1 is input.

  After completion of the self-check, the AF enters a standby state 303, that is, a state of waiting for an AF gate start command 294. Thereafter, when a powering command is input, the control logic unit 150 inputs LB2 to perform FC charging, and inputs an AF gate start command 294 (t56). Accordingly, the powering operation starts, and the AF transitions to the main operation state 304. Note that, during FC charging, the control logic unit 150 does not input the AF gate start command 294 (that is, does not execute the main operation of AF). Because, when the main operation of AF is performed during FC charging, noise is also reduced by AF with respect to the AC current component during FC charging (the output voltage is transmitted from the inverter 285 to FL1 via FL2), and as a result, This is because there is a risk that the FC charging may be hindered (cancel the FC charging current).

  In the AF main operation, when the PWM control signal (U phase) and the PWM control signal (V phase) are output from the AF microcomputer 204 to the PWM generator 205, the output voltage Vc from the INV is controlled by the PWM generator 205. Is output. The output signal Vc propagates from FL2 to FL1 as an AF output voltage Vaf via a filter circuit having Lf and Cf. Thereby, the retrace noise current flowing through main circuit 100 is reduced. As described above, in the main operation state 304, the monitoring function described above (that is, monitoring whether the retrace current value is equal to or lower than a specified level and the difference (sensor error) between the detected current values of ACCT1 and ACCT2 are specified). Is monitored to see if it is less than or equal to the value.

  In FIG. 5, reference numeral 511 denotes a specified level to be compared with the output voltage (AC component) of ACCT (for example, ACCT1).

  FIG. 6 is an AF timing chart when a difference occurs in the ACCT1 output voltage during the main operation period.

  If the accuracy of the AC current sensor is reduced, the reliability of the input data cannot be ensured, so that the soundness of the AF may not be maintained. As a result, a decrease in the accuracy of the AC current sensor may cause a malfunction of the signal device on the track circuit. For this reason, in the present embodiment, the decrease in the accuracy of the AC current sensor is a failure of the AC current sensor, and the failure of the AC current sensor is determined to be a serious failure.

  As shown in FIG. 6, when an error (Err) occurs in the output voltage of ACCT1 and Err (the difference between the output voltage of ACCT1 and the output voltage of ACCT2) exceeds a specified value (t61), various types of AF are performed. The signal is negated (t62). As a result, the power switch 253 and the AC switch 255 are turned off, the output of the PWM control signal (U phase) and the output of the PWM control signal (V phase) are stopped, and the AF operation signal 292 is negated. In FIG. 6, regarding the reference numeral 507, the solid line waveform indicates the output voltage of ACCT1, and the broken line waveform indicates the output voltage of ACCT2.

  When the control logic unit 150 detects that a serious failure has occurred in the AF from the AF operation signal 292 and the AF monitor signal 291, it stops supplying 100 V power to the AF (turns off the AFK) (t 63). That is, the output signal of the microcomputer 204 is cut off from t62 to t63. As a result, the AF is completely shut off to the main circuit 100. Further, the control logic unit 150 releases LB1 and LB2 in the main circuit 100 on which the AF is mounted.

  FIG. 7 is an AF timing chart when an overcurrent occurs in the main circuit 100 during the main operation period. Reference numeral 700 indicates an output voltage of the DCCT.

  When an overcurrent occurs in the main circuit 100, part of the overcurrent propagates to the AF output side via FL1 and FL2. This propagation current is detected by the DCCT (t71). When the DCCT detects an overcurrent (a current exceeding a predetermined value) (for example, when the detected value of the DCCT further increases to a certain value), the microcomputer 204 shuts off the AC switch 255 (t72). When the AC switch 255 is cut off, the magnetic coupling of the transformer reactors (FL1 and FL2) is reduced, and the increase in the transmitted overcurrent is suppressed. As a result, it is possible to prevent an overcurrent from flowing in the AF and prevent the device from being damaged.

  After the occurrence of the overcurrent, the AF standby command 293, the AF gate start command 294, the power switch, and the AF operation signal are negated. The occurrence of overcurrent in the main circuit 100 is also detected by the control logic unit 150 based on the AF operation signal 292 and the AF monitor signal 291. The occurrence of overcurrent is a temporary event, and the main circuit 100 performs overcurrent interruption. From this point, in the present embodiment, the occurrence of overcurrent in the main circuit 100 is a minor failure. Therefore, the control logic unit 150 continues to supply 100V power to the AF (without turning off the AFK), and the AF transitions to a standby state waiting for the AF gate start command 294 to be input again.

  The above is the description of the first embodiment. According to the first embodiment, in the main operation state 304 in which the AF performs the operation of suppressing the retrace noise current generated by the INV in the main circuit of the railway vehicle drive system, a serious failure has been detected for the AF. In this case, the state transitions to the stop state 300. However, if a minor failure is detected with respect to AF, the state transitions to the standby state 303, which is a state in which transition to the main operation state 304 is possible without performing start-up processing. If the main operation is performed by the AF with a minor failure, noise may be generated from the AF. However, in the stop state 300, the main operation state 304 is entered through a start-up process, so that the AF recovery is delayed. According to the present embodiment, if a minor failure is detected, the main operation is not performed (the voltage is not output from the AF), and the standby state 303, which is a state in which the main operation state 304 can be quickly transited, is entered. Because of the transition, it is possible to expect quick return without noise from AF.

  Next, a second embodiment of the present invention will be described. At this time, differences from the first embodiment will be mainly described, and descriptions of common points with the first embodiment will be omitted or simplified.

  FIG. 8 is an example of a configuration diagram of a drive system for a railway vehicle according to the second embodiment.

  The difference from the first embodiment is that a semiconductor current reducer 114 (hereinafter, referred to as SHB) is used instead of HB. The SHB includes a current reducing element 145 (hereinafter, SHBTr1), a current reducing resistor 146 (hereinafter, DRe), a charging element 147 (hereinafter, SHBTr2), and CHRe. In SHB, SHBTr1 is connected in series with LB2 (an example of at least one disconnector) and INV. Further, CHRe and SHBTr2 are connected in parallel, and DRe is connected in series to a parallel body of CHRe and SHBTr2. CHRe and DRe are examples of resistance in SHB, and SHBTr1 and SHBTr2 are examples of semiconductor switch elements in SHB. In this embodiment, the semiconductor switch element is an IGBT (Insulated Gate Bipolar Transistor), and each of the SHBTr1 and SHBTr2 is a parallel connection of a power module (a semiconductor switch element and a diode connected in parallel in the direction in which regenerative power flows. Body). At least one of SHBTr1 and SHBTr2 may be another power device such as a MOSFET (Metal Oxide Semiconductor Field Effect Transistor). When a power device having a body diode such as a MOSFET is used, the diode may be omitted.

  The control logic unit 150 controls operations such as AFK, AF, and SHB. For example, to charge the FC first, the control logic unit 150 turns on LB1 and LB2 while SHBTr1 and SHBTr2 are off (for example, issues an on command to LB1 and LB2). FC is charged from PAN via LB1, LB2, DRe, CHRe and FL1. After the charging of the FC is completed, the control logic unit 150 turns on the SHBTr1 (for example, issues an ON command to the SHBTr1 and the SHBTr2). As a result, the DC current path from SHBTr1 to INV becomes conductive. When INV operates, IM1 to IM4 operate, and the railway vehicle runs. When an accident current (overcurrent) caused by a ground fault or the like is detected by the control logic unit 150, the control logic unit 150 turns off the SHBTr1 (for example, issues an off command to the SHBTr1) to convert the current to DRe. Shed. As a result, the current decreases. When the current decreases to a level that can be cut off by the series body of LB1 and LB2, the control logic unit 150 cuts off the current path (main current) by turning off LB1 and LB2, for example, simultaneously. In a general mechanical high-speed circuit breaker (for example, HB), it takes about 10 ms to cut off the fault current, whereas SHBTr1 is turned off in a short time of several μs, and can shift to the current reduction operation. Therefore, even if the current increase rate at the time of an accident increases by reducing the inductance of FL1 (for example, even if the inductance value of FL1 is 1 mH or more and 4 mH or less), the low current that does not affect the operation of the substation You can complete the cutoff with the value. According to the present embodiment, since the SHB is on the PAN side of the FL1, the protection range by the SHB is expanded. Further, according to the present embodiment, since LB1 and LB2 (an example of two or more disconnectors 115 connected in series among the plurality of disconnectors 115) are connected in series, one disconnector is provided. Can increase the breaking current capacity as compared with the case of using alone.

  The feature of SHB is that the cutoff speed can be greatly increased compared to HB. For this reason, FL1 (and FL2) can be reduced in inductance to reduce the size and weight. When FL1 is reduced in inductance, the performance of the filter including FC and FL1, that is, the performance of suppressing an increase in retrace noise current, which is a harmonic voltage generated from INV and returned to the retrace, decreases. However, because of the presence of AF, even if the inductance of FL1 is reduced, an increase in retrace noise current can be suppressed.

  Next, a third embodiment of the present invention will be described. At this time, differences from the second embodiment will be mainly described, and description of common points with the second embodiment will be omitted or simplified.

  FIG. 9 is an example of a configuration diagram of a drive system for a railway vehicle according to the third embodiment.

  The difference from the second embodiment is that the INV has two element groups 601A and 601B as an example of a plurality of element groups, and each element group 601 controls two main motors. Since the number of main motors 101 to be controlled by one element group 601 has been reduced from four to two, there is an advantage that the main motor 101 can be controlled more accurately. Each element group has three element units as an example of the plurality of element units 140, as in the first embodiment.

  According to the present embodiment, circuit components (components) such as FC and OVTr other than INV are commonly used by the two element groups 601A and 601B. In this way, by using some circuit components for so-called 1C2M (1 inverter 2 motor) control in common, it is possible to suppress an increase in the number of components of the drive system.

  In this embodiment, HB may be used instead of SHB.

  Next, a fourth embodiment of the present invention will be described. At this time, differences from the second embodiment will be mainly described, and description of common points with the second embodiment will be omitted or simplified.

  FIG. 10 is an example of a configuration diagram of a drive system for a railway vehicle according to the fourth embodiment.

  The difference from the second embodiment is that the configuration of the SHB, specifically, DRe and CHRe are connected in parallel. The sequence for turning off the SHBTr1 at the time of FC charging operation and detection of fault current (overcurrent) is the same as that of the second embodiment. As an advantage of connecting DRe and CHRe in parallel, the path through which the current flows is two paths, DRe and CHRe, so that the amount of heat generated from the resistance at the time of current reduction can be consumed by the two resistors, As a result, the number of current shunt resistors and charge resistors can be reduced. In the second embodiment, it is necessary to consume the reduced current only by the DRe, so that the mass (specific heat) of the reduced current resistor must be larger than that of the fourth embodiment. As described above, according to the fourth embodiment, the size of the SHB can be reduced by connecting the respective resistors in parallel.

  As described above, by adopting the AF sequence control as described in the above embodiment, it is possible to enhance the soundness of the AF, and it is possible to suppress an increase in the retrace noise current even when the inductance of the filter reactor is reduced. It becomes.

  Although several embodiments have been described above, the present invention is not limited to these embodiments, and it goes without saying that various modifications can be made without departing from the spirit of the invention.

  The embodiments described above have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described above. Further, for a part of the configuration of the embodiment, at least one of addition, deletion, and replacement of another configuration can be performed.

  For example, the circuit configuration of the SHB according to the fourth embodiment and the 1C2M control method according to the third embodiment may be combined. In addition, the configuration of the element group used for the INV is a so-called 2in1 type power module configuration in which the upper and lower arms are integrated into one, but is not limited to this. As the element group, a so-called 1-in-1 type power module on which each arm is mounted may be used. Further, it goes without saying that the configuration of the INV may be a power unit configuration in which the inverter power unit and the brake chopper element are shared. Further, the transformer (for example, a transformer-type filter reactor FL1) may be an air-core type or an iron-core type. Further, electric motor 101 may be an induction motor or a permanent magnet synchronous motor. When a permanent magnet synchronous motor is used as the motor 101, as shown in FIG. 9, the INV has a plurality of (for example, four groups) element groups, and members such as FC and OVTr are shared by some of the element groups. With this configuration, it is possible to contribute to reducing the loss of the main motor and reducing the weight of the drive system.

  Further, for example, the present invention is not limited to a drive system for a railway vehicle, and includes a system (for example, a system including at least one of a reactor (for example, the above-described filter reactor), a capacitor, and a power converter (for example, an inverter)). And power control systems such as wind power generation systems and photovoltaic power generation systems).

  Further, for example, for each of the AF standby command 293 (an example of the first command), the AF gate start command 294 (an example of the second command), and the AF operation signal, an example of transmission of the command (signal) is as follows. The command (signal) may be turned on or asserted. Further, with respect to each of the AF standby command 293 and the AF gate start command 294, an example of transmission of a command to end the operation according to the command is an OFF or negation of the corresponding command of the AF standby command 293 and the AF gate start command 294. Is fine.

155: Active filter device

Claims (17)

A current breaker that cuts off DC power from an overhead wire, an inverter that converts DC power into AC power using a motor that drives a railway vehicle as a load, and a current breaker that is connected in series with the overhead wire and the inverter, A drive system for a railway vehicle including a main circuit having a filter reactor and a filter capacitor for suppressing a pulsation of a voltage generated when operating the inverter while being interposed between the current interrupter and the inverter,
An active filter device that suppresses a retrace noise current generated by the inverter,
The active filter device performs a predetermined start-up process when the power of the active filter device is turned on in a stopped state,
The active filter device is in a main operation state in which an operation for suppressing a retrace noise current generated by the inverter is performed.
When a first type abnormality relating to the active filter device is detected, the state transits to the stop state,
When a second type of abnormality, which is an abnormality related to the active filter device and is milder than the first type of abnormality, is detected, it is possible to transition to the main operation state without performing the startup process. Transition to the standby state,
A drive system for a railway vehicle, characterized in that: The activation process includes a self-diagnosis of the active filter device,
When the result of the self-diagnosis is normal, the active filter device transitions to the standby state,
The drive system for a railway vehicle according to claim 1, wherein: The active filter device performs the self-diagnosis before the overhead wire and the inverter are electrically connected,
The railway vehicle drive system according to claim 2, wherein: The active filter device is connected to a secondary reactor in a transformer using the filter reactor as a primary reactor,
The drive system for a railway vehicle according to claim 1, wherein: A current sensor for detecting an alternating current component superimposed on the main circuit is installed in the main circuit,
The active filter device is configured to control an AC voltage signal transmitted to the main circuit via the secondary reactor based on an AC current component detected by the current sensor,
The first type of abnormality is at least one of the detected alternating current component exceeding a specified level and a failure of the current sensor.
The drive system for a railway vehicle according to claim 4, wherein: The current sensor includes a first current sensor and a second current sensor,
The failure of the current sensor means that a difference between an AC current component detected by the first current sensor and an AC current component detected by the second current sensor exceeds a specified value.
The drive system for a railway vehicle according to claim 5, wherein: The current sensor is an alternating current sensor,
The drive system for a railway vehicle according to claim 5, wherein: The active filter device is magnetically coupled to the P side of the main circuit via the secondary reactor,
The drive system for a railway vehicle according to claim 4, wherein: The second type of abnormality is an overcurrent propagated from the filter reactor via the secondary reactor.
The drive system for a railway vehicle according to claim 4, wherein: The active filter device has a switch connected to the secondary reactor,
The active filter device, when detecting an overcurrent propagated from the filter reactor via the secondary reactor, turns off the switch,
The railway vehicle drive system according to claim 9, wherein: The inverter is a first inverter;
The active filter device,
A second inverter connected to the secondary reactor via the switch,
A control circuit for controlling the second inverter,
On the P side of the main circuit, a current sensor for detecting an alternating current component superimposed on the main circuit is provided,
The control circuit controls the second inverter that outputs an AC voltage signal transmitted to the main circuit via the secondary reactor based on the AC current component detected by the current sensor.
The drive system for a railway vehicle according to claim 10, wherein: Further comprising a control device connected to the disconnector and the active filter device,
The control device transmits a first command to the active filter device before turning on the disconnector,
The active filter device performs the self-diagnosis in response to the first command, and transitions to the standby state;
The control device turns on the disconnector when a response received from the active filter device to the first command indicates normal.
The railway vehicle drive system according to claim 2, wherein: When the current breaker is turned on, charging of the filter capacitor is started,
The control device, after charging the filter capacitor, transmits a second command to the active filter device,
The active filter device transitions from the standby state to the main operation state in response to the second command.
The drive system for a railway vehicle according to claim 12, wherein: Further comprising a control device connected to the active filter device,
The active filter device in the standby state, in response to a predetermined command from the control device, transitions from the standby state to the main operation state without the startup process,
The drive system for a railway vehicle according to claim 1, wherein: As the electric motor, there are a plurality of electric motors,
The inverter has a plurality of inverter units,
For each of the plurality of inverter units,
A part of the plurality of motors, which is not connected to any of the inverters other than the inverter, is connected to the inverter.
The drive system for a railway vehicle according to any one of claims 1 to 14, wherein: A first inverter that converts a DC power into an AC power by using a motor that drives a railway vehicle as a load, and a voltage that is interposed between the overhead wire and the first inverter and that is generated when the first inverter operates. A second inverter for suppressing a retrace noise current generated by the first inverter of the drive system for a railway vehicle including a main circuit having a filter reactor and a filter capacitor for suppressing pulsation;
A control circuit for controlling the second inverter,
The control circuit performs a predetermined start-up process when the power of the active filter device is turned on in a stopped state,
The control circuit detects a first type of abnormality related to the active filter device in a main operation state in which the second inverter performs an operation of suppressing a retrace noise current generated by the first inverter. If the abnormality is detected, the state transitions to the stop state. If the abnormality of the active filter device is detected and the abnormality of the second type, which is milder than the abnormality of the first type, is detected, the start-up is performed. Transit to a standby state, which is a state capable of transiting to the main operation state without performing processing;
An active filter device characterized by the above-mentioned. A current breaker that cuts off DC power from an overhead wire, an inverter that converts DC power into AC power using a motor that drives a railway vehicle as a load, and a current breaker that is connected in series with the overhead wire and the inverter, A method for driving a railway vehicle including a main circuit having a filter reactor and a filter capacitor that suppresses pulsation of a voltage generated when the inverter is interposed between the current interrupter and the inverter,
When the power supply of the active filter device that suppresses the retrace noise current generated by the inverter is turned on while the active filter device is stopped, the active filter device performs a predetermined startup process,
The active filter device is in a main operation state in which an operation for suppressing a retrace noise current generated by the inverter is performed.
When a first type abnormality relating to the active filter device is detected, the state transits to the stop state,
When a second type of abnormality, which is an abnormality related to the active filter device and is milder than the first type of abnormality, is detected, it is possible to transition to the main operation state without performing the startup process. Transition to the standby state,
A method for driving a railway vehicle, comprising: