JPS62123902A - Inverter device for electric vehicle - Google Patents
Inverter device for electric vehicleInfo
- Publication number
- JPS62123902A JPS62123902A JP60261183A JP26118385A JPS62123902A JP S62123902 A JPS62123902 A JP S62123902A JP 60261183 A JP60261183 A JP 60261183A JP 26118385 A JP26118385 A JP 26118385A JP S62123902 A JPS62123902 A JP S62123902A
- Authority
- JP
- Japan
- Prior art keywords
- inverter device
- induction motor
- load lines
- frequency
- signal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- 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
-
- 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
- B60L2220/10—Electrical machine types
- B60L2220/12—Induction machines
Landscapes
- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の利用分野〕
本発明は電車用インバータ装置に係り、特に電磁誘導ノ
イズの低減に好適なKjK用インバータ装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an inverter device for electric trains, and particularly to an inverter device for KJK suitable for reducing electromagnetic induction noise.
最近大容量のゲートターンオフサイリスタ(以下GTO
サイリスタと呼ぶ)の発展により、主電動機に誘導電動
機を使用し、これをGTOサイリスタインバータ装置で
制御するインバータ制御電車が実用されるようになった
。この方式はインバータ装置の出力周波数および出力電
圧を連続的に変化させ誘導電動機の回転数を制御するも
のである。Recently, large-capacity gate turn-off thyristors (GTO)
With the development of thyristors (called thyristors), inverter-controlled electric trains that use an induction motor as the main motor and control it with a GTO thyristor inverter device have come into practical use. This method controls the rotation speed of the induction motor by continuously changing the output frequency and output voltage of the inverter device.
第1図はインバータ装置により制御される電車の主回路
構成の一例を示すものである。FIG. 1 shows an example of the main circuit configuration of an electric train controlled by an inverter device.
第1図に於いて1は架線、2はパンタグラフ。In Figure 1, 1 is an overhead wire and 2 is a pantograph.
3はフィルタリアクトル、4はインバータ装置。3 is a filter reactor, and 4 is an inverter device.
6〜17はインバータ!#4の内部にあり、5はフィル
タコンデンサ、6〜11!dGT’oサイリスタ、12
〜17はフリーホイールダイオードである。18は誘導
afjJJ機、19〜21は誘導電動機の負荷線である
。インバータの動作はよく矧られており、ここでは説明
を省略する。6 to 17 are inverters! #4 is inside, 5 is the filter capacitor, 6-11! dGT'o thyristor, 12
~17 is a freewheel diode. 18 is an induction afjjj machine, and 19 to 21 are load lines of the induction motor. The operation of the inverter is well-defined and will not be explained here.
さて、−fンパータ制#電車に2いては通常インバータ
装置4及び誘導電動機18は床下に取付けられ、またそ
の配@19〜21も床下に配設される。これらが地上の
1g号設備の上を通過する時。Now, in a -f converter system #2 train, the inverter device 4 and the induction motor 18 are usually installed under the floor, and their arrangement @19 to 21 are also arranged under the floor. When these pass over the 1g equipment on the ground.
上記配線から発生される磁束によって信号設備が不正動
作するという問題がある。この問題点について具体的に
説明する。There is a problem in that the signal equipment malfunctions due to the magnetic flux generated from the wiring. This problem will be specifically explained.
第1図においてGTOサイリスタ6〜11のスイッチン
グ動作により負荷線19〜21には高調波分の多い3相
交流電流が流れる。この電流値は後述する地上信号設備
の信号電流よりはるかに大き(、GTOサイリスタのス
イッチング周波数の比較的低次の高調波が信号周波数と
一致しやすい。In FIG. 1, three-phase alternating current with a high harmonic content flows through load lines 19-21 due to the switching operations of GTO thyristors 6-11. This current value is much larger than the signal current of ground signal equipment, which will be described later. (The relatively low-order harmonics of the switching frequency of the GTO thyristor tend to match the signal frequency.)
第2図にその儀装状態の一例を床上からの透視図で示す
。一方のみ図示する台車22の間の車体23の床下には
インバータ装置4及びその他の制御機器(図示していな
い)が配置される。また誘導電動機18は台車22に取
付けられる。したがって図から明らかなように前述の高
調波分の多い3相交流電流の流れる負荷線19〜21が
インバータ装#4と誘導電動機18間を配線され、さら
に地上から高々1(m)以内であるため地上に到達する
磁束はきわめて強力なものとなる。ところで一般に電車
軌道における信号設備は次のように構成されている。交
流的に他区間と絶縁された閉塞区間を設けその一端から
一定周波数の信号電流をレールに流し、他端または中間
点に受電器を設置する。受電器を設置した受電端でその
信号電流を受信していれば閉塞区間内への電車の進入は
ないものとする。電車が進入し車軸で送信端と受電端の
間を短絡すれば受電端では受信入力がなくなり、受信入
力がなくなったということで電車の進入を検知するもの
である。Figure 2 shows an example of the state of the ceremonial costume as a perspective view from above. An inverter device 4 and other control equipment (not shown) are arranged under the floor of the vehicle body 23 between the bogies 22, only one of which is shown. Further, the induction motor 18 is attached to the truck 22. Therefore, as is clear from the figure, the load lines 19 to 21 through which the three-phase alternating current with a high harmonic content flows are wired between the inverter #4 and the induction motor 18, and furthermore, within 1 (meter) from the ground. Therefore, the magnetic flux reaching the ground is extremely strong. By the way, signal equipment on electric train tracks is generally configured as follows. A closed section is provided that is insulated from other sections in terms of alternating current, a signal current of a constant frequency is passed through the rail from one end, and a power receiver is installed at the other end or at an intermediate point. If the signal current is received at the power receiving end where the power receiver is installed, it is assumed that no train will enter the blocked section. If a train enters and short-circuits between the transmitting end and the receiving end using the axle, there will be no receiving input at the receiving end, and the approach of the train will be detected based on the fact that there is no receiving input.
受電器には無変調方式、変調方式の2種類がある。無変
調方式は一定周波数の信号電流を戸波検波して直流電圧
に変換するもので雑音入力の周波数と受信周波数が一致
すると動作し、受信感度も一般に高いものが多く雑音に
比較的弱い。There are two types of power receivers: non-modulation type and modulation type. The non-modulation method converts a signal current at a constant frequency into a DC voltage through door wave detection, and operates when the frequency of the noise input matches the reception frequency, and the reception sensitivity is generally high, making it relatively weak against noise.
変調方式とは搬送波を、より低い周波数のコード波で変
調した信号を搬送波周波数、コード波周波数の順序で2
段階にF波した後、検波して直流電圧に変換するもので
、雑音には比較的強い。無変調、変調の両方式共信号周
波数は一般に1(KH2)〜数十(KHz ) 、変調
コード波は10〜50(Hz)である。また信号電流値
は10〜100100(である。A modulation method is a signal in which a carrier wave is modulated with a code wave of a lower frequency.
After the F-wave is detected, it is converted into a DC voltage, and is relatively resistant to noise. The signal frequency of both non-modulated and modulated signals is generally 1 (KH2) to several tens of kilohertz (KHz), and the modulated code wave is 10 to 50 (Hz). Further, the signal current value is 10 to 100100 (.
第3図に受電器の構成を示す。第3図において24はレ
ール、25はループコイル、18は信号電流、φgは信
号磁束、Rは受電器r eOは出力電圧、elは受電
4圧である。動作は次の通りである。レール24に流れ
る信号電流igにより生ずる磁束φBがループコイル2
5に鎖交し受電電圧elが受電器几に加えられる。受電
器Rは変調方式であり2.3 K HZの搬送波周波数
と20Hzのコード波周波数の戸波器と検波回路で受電
電圧eRから直流の出力eOを得て継電器R,Lを駆動
する。一般に継電器RLの最低動作電圧は約5V。Figure 3 shows the configuration of the power receiver. In FIG. 3, 24 is a rail, 25 is a loop coil, 18 is a signal current, φg is a signal magnetic flux, R is a power receiver, r eO is an output voltage, and el is a received power voltage. The operation is as follows. The magnetic flux φB generated by the signal current ig flowing through the rail 24 is connected to the loop coil 2.
5, the receiving voltage el is applied to the receiving device. The power receiver R uses a modulation method, and uses a wave detector and a detection circuit with a carrier wave frequency of 2.3 KHz and a code wave frequency of 20 Hz to obtain a DC output eO from the received power voltage eR to drive the relays R and L. Generally, the minimum operating voltage of relay RL is approximately 5V.
釈放電圧は2.5v程度である。地上信号設備の安全性
を考慮しf、インバータ装置の主回路配線から発生する
受電器への電磁誘導ノイズ電圧e(1は、継電器RLの
釈放電圧の1/2以下すなわち。The release voltage is about 2.5v. Considering the safety of the ground signal equipment f, the electromagnetic induction noise voltage e (1 is less than 1/2 of the release voltage of the relay RL) generated from the main circuit wiring of the inverter device to the power receiver.
1.25V以下に抑える必要がある。It is necessary to keep it below 1.25V.
半導体スイッチング素子を用いた電車において、電磁ノ
イズの発生量を低減する方法として、往復電流のt線を
添わせること、又は添わせてより合せること等が一般的
に採用されている方法である(例えば、特公昭58−2
9681号参照)。しかしインバータ制御電車に於いて
は負荷線3本の電流位相が違うこと、周波数が連続的に
変化するなどの要因が重なり、単に負荷線を添わせた9
、又はより合せても電磁ノイズの発生量を大巾に低減で
きないという問題がある。In trains that use semiconductor switching elements, a commonly used method to reduce the amount of electromagnetic noise generated is to attach a T-wire for reciprocating current, or to twist it together ( For example, Tokuko Sho 58-2
9681). However, in an inverter-controlled electric train, factors such as the current phase of the three load lines being different and the frequency changing continuously overlap, so it is difficult to simply add the load lines.
There is a problem in that the amount of electromagnetic noise generated cannot be significantly reduced even by twisting or twisting.
本発明の目的は地上信号設備への誘導障害の小さな電車
用インバータ装置を提供することにある。SUMMARY OF THE INVENTION An object of the present invention is to provide an inverter device for electric trains that causes less induction interference to ground signal equipment.
〔発明の概要〕
本発明では、3相誘導電n機の負荷線のねじりピッチを
変えることにより、地上側受電器への電磁誘導ノイズ電
圧e(、かどのように変化するかを実験した結果、負荷
線のねじりピッチPが受d器用ループコイルのレールと
平行方向の長さtの偶数分の−の各点で醒磁誘導ノイズ
′1圧eQが最小になることを確認し、誘導障害を小さ
くすることを可能にしだものである。第4図にその実験
結果を示し、負荷電流は700A、周波数は0〜100
Hzの範囲での最大値を示したものである。[Summary of the Invention] In the present invention, by changing the twist pitch of the load line of a three-phase induction electric machine, the electromagnetic induction noise voltage e (, , confirm that the magnetic induction noise '1 pressure eQ is minimized at each point where the twist pitch P of the load line is an even number of the length t in the direction parallel to the rail of the receiver loop coil, and detect induction disturbances. Figure 4 shows the experimental results, where the load current was 700A and the frequency was 0 to 100.
It shows the maximum value in the Hz range.
本発明の一実施例の略図を第5図に示す。図中。 A schematic diagram of one embodiment of the invention is shown in FIG. In the figure.
破線で囲んだ部分が、第2図の負荷線19〜21をルー
プコイルの長さtの偶数外の一のピツチにねじり合せて
配線したところである。又第6図は第5図のA部の拡大
図である。The part surrounded by the broken line is where the load wires 19 to 21 in FIG. 2 are twisted and wired at one pitch other than an even number of length t of the loop coil. 6 is an enlarged view of section A in FIG. 5.
上記の負荷線19〜21を、さらに、非磁性体で電気抵
抗の小さい材料、例えばアルミニウム製のダクトに挿入
して配線することにより一層電磁誘導ノイズを低減する
ことが可能である。It is possible to further reduce electromagnetic induction noise by further inserting and wiring the above-mentioned load lines 19 to 21 into a duct made of a non-magnetic material with low electrical resistance, such as aluminum.
上記した本実施例によれば、特別の部材を付加すること
なく電磁誘導ノイズを低減することが出来るので経済的
である。また配線作業が容易である。According to the present embodiment described above, it is economical because electromagnetic induction noise can be reduced without adding any special members. Also, wiring work is easy.
本発明によれば、地上信号設備への電磁誘導ノイズを大
巾に低減出来るので高感度の信号設備が設置されている
既存の路線に於いても誘導障害を与えることなく安全に
運行できるインバータ電車を提供できる。According to the present invention, electromagnetic induction noise to ground signal equipment can be greatly reduced, so that inverter trains can be safely operated without causing guidance disturbances even on existing lines where highly sensitive signal equipment is installed. can be provided.
第1図はインバータ装置の主回路構成図、第2図は床下
繊装状態の一例を示す図、第3図は受電器の構成を示す
図、第4図は実験結果の一例を示す図、第5図は本発明
の一実施例を示す図、第6図は第5図のA部拡大図を示
す。
4・・・インバータ装置、18・・・3相誘導電動機。
19.20.21・・・負荷線、24・・・軌道レール
。
25・・・ループコイル、t・・・ループコイルの長さ
。Fig. 1 is a main circuit configuration diagram of an inverter device, Fig. 2 is a diagram showing an example of an underfloor wiring state, Fig. 3 is a diagram showing the configuration of a power receiver, and Fig. 4 is a diagram showing an example of experimental results. FIG. 5 is a diagram showing an embodiment of the present invention, and FIG. 6 is an enlarged view of section A in FIG. 4... Inverter device, 18... 3-phase induction motor. 19.20.21...Load line, 24...Track rail. 25...Loop coil, t...Length of the loop coil.
Claims (1)
於いて、このインバータ装置から接続される3相誘導電
動機への負荷線を、軌道用レール間に設置された地上信
号設備の受電器用ループコイルの軌道用レールと平行方
向の長さの偶数分の一のピツチでねじり合せて配線した
ことを特徴とする電車用インバータ装置。In a train inverter device that drives a 1- and 3-phase induction motor, the load line from this inverter device to the 3-phase induction motor connected is connected to the power receiver loop of the ground signal equipment installed between the track rails. A train inverter device characterized in that the wires are twisted together at a pitch that is an even number of the length of the coils in the direction parallel to the track rail.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP60261183A JPS62123902A (en) | 1985-11-22 | 1985-11-22 | Inverter device for electric vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP60261183A JPS62123902A (en) | 1985-11-22 | 1985-11-22 | Inverter device for electric vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS62123902A true JPS62123902A (en) | 1987-06-05 |
JPH0447522B2 JPH0447522B2 (en) | 1992-08-04 |
Family
ID=17358284
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP60261183A Granted JPS62123902A (en) | 1985-11-22 | 1985-11-22 | Inverter device for electric vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS62123902A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0371427A2 (en) * | 1988-11-29 | 1990-06-06 | Hitachi, Ltd. | An arrangement for preventing inductive interference in electric car |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS53134481A (en) * | 1977-04-27 | 1978-11-24 | Nippon Gakki Seizo Kk | Rotation detecting system |
-
1985
- 1985-11-22 JP JP60261183A patent/JPS62123902A/en active Granted
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS53134481A (en) * | 1977-04-27 | 1978-11-24 | Nippon Gakki Seizo Kk | Rotation detecting system |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0371427A2 (en) * | 1988-11-29 | 1990-06-06 | Hitachi, Ltd. | An arrangement for preventing inductive interference in electric car |
US5021725A (en) * | 1988-11-29 | 1991-06-04 | Hitachi, Ltd. | Circuit arrangement for preventing inductive interference in an electric car |
Also Published As
Publication number | Publication date |
---|---|
JPH0447522B2 (en) | 1992-08-04 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US8944226B2 (en) | Transferring electric energy to a vehicle, using a system which comprises consecutive segments for energy transfer | |
JP3776115B2 (en) | Inductive power distribution system | |
CN1710796B (en) | Power converter system for railway vehicles | |
US3863574A (en) | Power supply for high speed vehicles | |
Holmstrom et al. | Rail transit EMI-EMC | |
JPS62123902A (en) | Inverter device for electric vehicle | |
US4041324A (en) | Magnetic shield system for electric cars | |
CN104953922A (en) | Drive system | |
JPH0739005A (en) | Power converter for electric car | |
KR100296446B1 (en) | Linear Induction Motor for Railway Vehicles | |
JP2672885B2 (en) | Power failure detection device for AC electric vehicles | |
JPH06197401A (en) | Power failure sensing system for electric rolling stock | |
JP5436285B2 (en) | Railway vehicle power converter | |
JPS62217803A (en) | Control unit for electric rolling stock | |
JPS639201Y2 (en) | ||
GB2232836A (en) | Traction current monitoring arrangement | |
JPH0919161A (en) | Power converter for ac electric vehicle | |
EP3522349A1 (en) | Power conversion device for railroad vehicle and for retrofitting to railroad vehicle, and control method therefor | |
JPS6356102A (en) | Operation of inverter for driving electric rolling stock | |
JPS62100395A (en) | Moving road device | |
JPS6016801B2 (en) | Vehicle guidance prevention device | |
JPH10174205A (en) | Power-supply apparatus | |
JPH0793762B2 (en) | Electric vehicle guidance obstacle prevention device | |
JP2000166095A (en) | Feeder system | |
WO2000017990A1 (en) | A device for controlling electric power |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
EXPY | Cancellation because of completion of term |