Power conversion device for vehicle

Abstract

A power conversion device (1) is provided with a housing (10), a locking member, and a guide. The case (10) accommodates the power conversion circuit. The locking member is fixed to the housing (10). The guide is attached to the bottom plate of the vehicle body of the railway vehicle, is provided across the width direction of the vehicle body, has a shape in which the locking member can be locked, and supports the locking member so as to be movable in the width direction.

Description

Technical Field

[0001] The present disclosure relates to a vehicle power conversion device. Background Art

[0002] A propulsion control device installed in a railway vehicle includes, for example, electronic circuits such as a power conversion circuit, a control circuit for controlling the power conversion circuit, a contactor, a detector, and a discharge circuit. These electronic circuits are housed inside a housing. The housing of the propulsion control device requires a capacity for housing the above various electronic circuits and a strength capable of withstanding vibrations during the running of the railway vehicle. Therefore, it is large and heavy. As a result, the device size and weight of the propulsion control device are large. In order to install the propulsion control device with a large equipment size and weight on a railway vehicle, a sling fixed to the housing of the propulsion control device is installed on the floor of the vehicle body. An example of such a propulsion control device is disclosed in Patent Document 1. An ear is fixed to the housing of the floor device disclosed in Patent Document 1, and the ear to which the housing is fixed is installed on the floor of the vehicle body through a fastening member.

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2014-15060 Summary of the Utility Model

[0006] Technical Problems to be Solved by the Utility Model

[0007] When installing the floor device disclosed in Patent Document 1 on the vehicle body, it is necessary to move the floor device directly below the vehicle body, then lift it upward in the vertical direction, and install the ear fixed to the housing of the floor device on the vehicle body. When removing the floor device disclosed in Patent Document 1 from the vehicle body, it is necessary to remove the ear from the vehicle body while supporting the floor device from directly below and move the device downward in the vertical direction.

[0008] As described above, since the device size and weight of the vehicle power conversion device installed in a railway vehicle are large, a trolley is required to lift and support the vehicle power conversion device. However, since the railway vehicle is located on a track, the trolley cannot be moved directly below the vehicle body of the railway vehicle from the lateral side of the railway vehicle. For this reason, inspection equipment such as a removable track through which the trolley can pass and an inspection pit having a space where the trolley can be arranged directly below the railway vehicle is required. Therefore, the operation of installing the above vehicle power conversion device on the vehicle body and removing it from the vehicle body is complicated.

[0009] The present disclosure has been made in view of the above circumstances, and an object thereof is to provide a vehicle power conversion device that can be easily installed on and removed from a vehicle body.

[0010] Technical solution adopted to solve the technical problem

[0011] To achieve the above object, the vehicle-mounted power conversion device of the present disclosure is a vehicle-mounted power conversion device installed in a railway vehicle, and includes a housing, a locking member, and a guide member. The housing houses the power conversion circuit. The locking member is fixed to the housing. The guide member is installed on the bottom plate of the body of the railway vehicle, is provided across the width direction of the body, has a shape capable of being locked by the locking member, and supports the locking member so as to be movable in the width direction.

[0012] Effect of the utility model

[0013] The vehicle-mounted power conversion device of the present disclosure includes a locking member fixed to the housing and a guide member installed on the bottom plate of the body of the railway vehicle and provided across the width direction of the body. The guide member supports the locking member fixed to the housing so as to be movable in the width direction. Therefore, a vehicle-mounted power conversion device that can be easily installed on and removed from the vehicle body can be obtained. Description of the drawings

[0014] Figure 1 It is a circuit diagram of the propulsion control device of the embodiment.

[0015] Figure 2 It is a view showing an installation example of the vehicle-mounted power conversion device of the embodiment on a railway vehicle.

[0016] Figure 3 It is a view showing an installation example of the vehicle-mounted power conversion device of the embodiment on a railway vehicle.

[0017] Figure 4 It is a perspective view of the vehicle-mounted power conversion device of the embodiment.

[0018] Figure 5 It is a view showing a movement example of the housing of the vehicle-mounted power conversion device of the embodiment.

[0019] Figure 6 It is a view showing a movement example of the housing of the vehicle-mounted power conversion device of the embodiment.

[0020] Figure 7 It is a view showing an installation example of the first modification of the vehicle-mounted power conversion device of the embodiment on a railway vehicle.

[0021] Figure 8 It is a perspective view of the first modification of the vehicle-mounted power conversion device of the embodiment.

[0022] Figure 9 It is a perspective view of the second modification of the vehicle-mounted power conversion device of the embodiment.

[0023] Figure 10It is a perspective view of a third modified example of the vehicle-mounted power conversion device according to the embodiment.

[0024] Figure 11 It shows an example of the movement of the housing of the third modified example of the vehicle-mounted power conversion device according to the embodiment.

[0025] Figure 12 It is a perspective view of a fourth modified example of the vehicle-mounted power conversion device according to the embodiment.

[0026] Figure 13 It is a cross-sectional view of a fifth modified example of the vehicle-mounted power conversion device according to the embodiment.

[0027] Figure 14 It is a cross-sectional view of a sixth modified example of the vehicle-mounted power conversion device according to the embodiment. Detailed Embodiment

[0028] Hereinafter, with reference to the drawings, the electronic device according to the embodiment of the present disclosure will be described in detail. In the drawings, the same or equivalent parts are denoted by the same reference numerals.

[0029] In an example of an electronic device installed in a railway vehicle, there is a propulsion control device as follows. The propulsion control device is installed in a railway vehicle, converts DC power supplied from a DC power source into AC power for supplying to a load device, and supplies the converted AC power to a motor. Figure 1 The shown propulsion control device 100 is installed in a railway vehicle with a DC power supply system. The propulsion control device 100 converts the supplied DC power into AC power for supplying to the motor 91, and supplies the converted AC power to the motor 91. The motor 91 is, for example, a three-phase induction motor that generates the propulsion force of the railway vehicle.

[0030] The propulsion control device 100 includes a power source. Specifically, it includes a terminal 100a connected to a current collector device and a grounded terminal 100b. The current collector device obtains power from a substation via a power supply line. For example, the current collector device is a pantograph or a collector shoe, and the power supply line is an overhead wire or a third rail.

[0031] The propulsion control device 100 further includes: a power conversion circuit 51 that converts the DC power supplied from the power source into AC power; and a control circuit 52 that controls a plurality of switching elements included in the power conversion circuit 51. The power conversion circuit 51 and the control circuit 52 are collectively referred to as the power conversion device 1.

[0032] The propulsion control device 100 further includes: a contactor MC1, one end of which is connected to the terminal 100a; a filter reactor FL1, one end of which is connected to the contactor MC1; and a first switch SW11, one end of which is connected to the other end of the filter reactor FL1 and the other end of which is connected to the power conversion line 51. The propulsion control device 100 further includes: a charging resistor R11, which is connected in parallel with the first switch SW11; a filter capacitor FC1, which is connected between the primary terminals of the power conversion circuit 51, that is, between the terminals close to the power supply; and a discharge circuit 53, which is connected in parallel with the filter capacitor FC1. The discharge circuit 53 has a second switch SW12 and a discharge resistor R12 connected in series.

[0033] The contactor MC1 is disposed between the power conversion circuit 51 and the power supply to connect and disconnect the circuit. The contactor MC1 is formed of a DC electromagnetic contactor that is closed or released by a contactor control unit (not shown). When the contactor MC1 is closed, the terminal 100a is electrically connected to the filter reactor FL1. As a result, the power conversion circuit 51 is electrically connected to the power supply. When the contactor MC1 is released, the terminal 100a is electrically disconnected from the filter reactor FL1. As a result, the power conversion circuit 51 is electrically disconnected from the power supply.

[0034] The filter reactor FL1 and the filter capacitor FC1 together form an LC filter to reduce harmonic components generated during the switching operation of the power conversion circuit 51. In addition, the filter reactor FL1 reduces, for example, the ripple (Japanese: リップル) output from electronic components including a rectifier existing in a substation.

[0035] The first switch SW11 is controlled to be turned on and off by a switch control unit (not shown). In a state where the contactor MC1 is closed and the first switch SW11 is turned on, current flows from the terminal 100a through the contactor MC1, the filter reactor FL1, and the first switch SW11 to the power conversion circuit 51 and the filter capacitor FC1. In a state where the contactor MC1 is closed and the first switch SW11 is turned off, current flows from the terminal 100a through the contactor MC1, the filter reactor FL1, and the charging resistor R11 to the power conversion circuit 51 and the filter capacitor FC1. The first switch SW11 is formed of, for example, a thyristor.

[0036] The charging resistor R11 is provided to suppress inrush current from flowing into the power conversion circuit 51 at the start of operation of the propulsion control device 100. The resistance value of the charging resistor R11 is set to a value that can suppress inrush current from flowing into the power conversion circuit 51.

[0037] The filter capacitor FC1 is provided between the primary terminals of the power conversion circuit 51 and is charged by the DC power supplied from the power source.

[0038] The power conversion circuit 51 converts the DC power supplied via the filter capacitor FC1 into three-phase AC power and outputs the three-phase AC power to the motor 91. The voltage and frequency of the three-phase AC power output by the power conversion circuit 51 are adjustable. The power conversion circuit 51 has a plurality of switching elements, such as IGBTs (Insulated Gate Bipolar Transistors), and converts the DC power into three-phase AC power through the switching operation of the IGBTs.

[0039] When the control circuit 52 acquires an operation instruction indicating the operation or stop of the propulsion control device 100, the control circuit 52 generates a control signal for controlling the switching elements included in the power conversion circuit 51 according to the operation instruction and sends the control signal to each switching element included in the power conversion circuit 51. Specifically, it is sent to the gate terminal of the IGBT. The control circuit 52 is formed of a gate drive board, for example.

[0040] The second switch SW12 included in the discharge circuit 53 is controlled by the switch control unit. When the second switch SW12 is turned on in a state where the contactor MC1 is released, the discharge resistor R12 is electrically connected to the filter capacitor FC1, and the filter capacitor FC1 is discharged. In a state where the second switch SW12 is turned off, the discharge resistor R12 is electrically disconnected from the filter capacitor FC1.

[0041] Among the components of the above-described propulsion control device 100, the power conversion device 1 and other components are housed in different cases. Specifically, as Figure 2 and Figure 3 shown, in addition to having the power conversion circuit 51 and the control circuit 52 shown in Figure 1 shown, the power conversion device 1 further has a case 10 and a cooler 11. The case 10 houses the power conversion circuit 51 and the control circuit 52, and the cooler 11 is attached to the case 10 and is thermally connected to the power conversion circuit 51 and the control circuit 52. The case 10 is attached to the floor of the car body 101 of the railway vehicle. In Figure 2 and Figure 3 , the X-axis represents the width direction of the car body 101, and the Y-axis represents the traveling direction of the railway vehicle. The X-axis, Y-axis, and Z-axis are orthogonal to each other. In a state where the railway vehicle is in a horizontal position, the Z-axis represents the vertical direction. The same applies to the subsequent figures.

[0042] The housing 10 is formed of a member having a rigidity such that it will not deform due to vibrations generated during the running of a railway vehicle. The housing 10 is preferably formed of a member having a high thermal conductivity, such as a metal member. The housing 10 is formed of a member having a high thermal conductivity, so that heat transferred from the electronic components of the power conversion circuit 51 and the control circuit 52 housed inside the housing 10 is transferred to the air outside the housing 10, thereby enabling cooling of the electronic components. The housing 10 is formed of aluminum, for example.

[0043] The housing 10 preferably has dustproof and waterproof properties. Thereby, the inflow of dust, moisture, etc. into the inside of the housing 10 is suppressed. As a result, the contact of dust, moisture, etc. with the power conversion circuit 51 and the control circuit 52 housed in the housing 10 is suppressed.

[0044] The cooler 11 has, for example, heat pipes, fins, a cover covering the heat pipes and the fins, etc. The cooler 11 dissipates the heat transferred from the power conversion circuit 51 and the control circuit 52 to the surrounding air. As a result, the power conversion circuit 51 and the control circuit 52 are cooled.

[0045] The power conversion device 1 further has a structure for detachably mounting the housing 10 to the vehicle body 101. Specifically, as Figures 2 to 4 shown, the power conversion device 1 includes: a pair of columnar members 21a, 21b which are fixed to the housing 10 and serve as locking members; and a pair of guide rails 31a, 31b which are mounted on the bottom plate of the vehicle body 101 and are provided in the width direction of the vehicle body 101, that is, in the X-axis direction and serve as guides.

[0046] Although the propulsion control device 100 has a weight of about 500 kg, the overall weight of the power conversion device 1 which is a part of the propulsion control device 100 is, for example, about 150 kg. Therefore, the guides (specifically, the guide rails 31a, 31b) mounted on the bottom plate of the vehicle body 101 only need to have a rigidity and a structure capable of bearing a weight greater than the overall weight of the power conversion device 1 (for example, a weight of 200 kg).

[0047] The columnar members 21a, 21b extend in the X-axis direction and have a T-shaped cross section in a plane orthogonal to the X-axis direction. The columnar members 21a, 21b are formed of a member having a rigidity such that it will not deform due to vibrations generated during the running of a railway vehicle, such as a metal member. As an example, the columnar members 21a, 21b are formed by extrusion molding of aluminum. The thickness in the Z-axis direction of the flat plate portions of the columnar members 21a, 21b extending in the X-axis and Y-axis directions and the thickness in the Y-axis direction of the flat plate portions of the columnar members 21a, 21b extending in the X-axis and Z-axis directions are, for example, a thickness of 15 mm or more and 20 mm or less.

[0048] The locking member is fixed to at least one of the vertically upward surface of the housing 10 and the surface of the housing 10 that intersects the traveling direction of the railway vehicle. In the embodiment, the columnar member 21a is fixed to the vertically upward surface of the housing 10 (specifically, the surface 10a facing the positive Z-axis direction) and the surface that intersects the traveling direction of the railway vehicle (specifically, the surface 10b facing the negative Y-axis direction). In the embodiment, the columnar member 21a is fixed to the housing 10 in a state where one side of the surface of the columnar member 21a facing the negative Z-axis direction abuts against the surface 10a of the housing 10 and the surface of the flat plate portion of the columnar member 21a extending in the X-axis direction and the Z-axis direction facing the positive Y-axis direction abuts against the surface 10b of the housing 10.

[0049] The columnar member 21b is fixed to the surface 10a facing the positive Z-axis direction and the surface that intersects the traveling direction of the railway vehicle (specifically, the surface 10c facing the positive Y-axis direction). In the embodiment, the columnar member 21b is fixed to the housing 10 in a state where one side of the surface of the columnar member 21b facing the negative Z-axis direction abuts against the surface 10a of the housing 10 and the surface of the flat plate portion of the columnar member 21b extending in the X-axis direction and the Z-axis direction facing the positive Y-axis direction abuts against the surface 10c of the housing 10.

[0050] The columnar members 21a and 21b are firmly fixed to the housing 10 to such an extent that the relative positional relationship between the columnar members 21a and 21b and the housing 10 will not shift due to the vibration during the running of the railway vehicle. For example, the columnar members 21a and 21b are fixed to the housing 10 by fixing methods such as fastening with fastening members, welding, and brazing.

[0051] The other sides of the surfaces of the columnar members 21a and 21b facing the negative Z-axis direction are locked to the guide rails 31a and 31b. Specifically, the other sides of the surfaces of the columnar members 21a and 21b facing the negative Z-axis direction abut against the surfaces of the guide rails 31a and 31b facing the positive Z-axis direction in the form of surfaces and are supported by the guide rails 31a and 31b.

[0052] The guide rails 31a and 31b are formed of members having rigidity to such an extent that they will not be deformed due to the vibration generated during the running of the railway vehicle, such as metal members. As an example, the guide rails 31a and 31b are formed by extrusion molding, bending processing, etc. of aluminum. The guide rails 31a and 31b are formed by bending a flat plate member having a thickness of, for example, 15 mm or more and 20 mm or less.

[0053] One end of the guide rail 31a closer to the vehicle body 101 is fixed to the vehicle body 101. One end of the guide rail 31b closer to the vehicle body 101 is fixed to the vehicle body 101. One ends of the guide rails 31a and 31b closer to the vehicle body 101 are firmly fixed to the vehicle body 101 to such an extent that the relative positional relationship between the guide rails 31a, 31b and the vehicle body 101 will not shift due to vibrations during the running of the railway vehicle. For example, the guide rails 31a and 31b are fixed to the vehicle body 101 by fixing methods such as fastening with fastening members, welding, and brazing.

[0054] The other end of the guide rail 31a farther from the vehicle body 101 is in a position isolated from the vehicle body 101 and supports the columnar member 21a. Specifically, the surface of the other end of the guide rail 31a facing the positive Z-axis direction abuts against the columnar member 21a in a surface-to-surface manner, thereby supporting the columnar member 21a so that it can move in the X-axis direction. The other end of the guide rail 31b farther from the vehicle body 101 supports the columnar member 21b. Specifically, the surface of the other end of the guide rail 31b facing the positive Z-axis direction abuts against the columnar member 21b in a surface-to-surface manner, thereby supporting the columnar member 21b so that it can move in the X-axis direction.

[0055] In the embodiment, the guide rail 31a has a flat plate portion extending in the X-axis direction and the Z-axis direction, and two flat plate portions extending in the X-axis direction and the Y-axis direction and located on opposite sides with respect to the flat plate portion extending in the X-axis direction and the Z-axis direction. One of the two flat plate members of the guide rail 31a extending in the X-axis direction and the Y-axis direction is fixed to the vehicle body 101, and the other is in a position isolated from the vehicle body 101 and supports the columnar member 21a located between it and the vehicle body 101 so that it can move in the X-axis direction.

[0056] The guide rail 31b has a flat plate portion extending in the X-axis direction and the Z-axis direction, and two flat plate portions extending in the X-axis direction and the Y-axis direction and located on opposite sides with respect to the flat plate portion extending in the X-axis direction and the Z-axis direction. One of the two flat plate members of the guide rail 31b extending in the X-axis direction and the Y-axis direction is fixed to the vehicle body 101, and the other is in a position isolated from the vehicle body 101 and supports the columnar member 21b located between it and the vehicle body 101 so that it can move in the X-axis direction.

[0057] The guide rails 31a and 31b support the columnar members 21a and 21b fixed to the housing 10 so that they can move in the X-axis direction, so that, as Figure 5 and Figure 6 shown, the housing 10 can be moved from Figure 3 and Figure 4The state of [the relevant part] is pulled out in the positive X-axis direction. Thus, it becomes easy to remove the power conversion device 1 from the vehicle body 101. The housing 10 after being pulled out in the positive X-axis direction is supported by the carriage 92. Since the housing 10 is pulled out in the X-axis direction, it is not necessary to arrange the carriage 92 below the vehicle body 101 in the vertical direction. Therefore, for removing the housing 10, inspection equipment such as a removable track through which the carriage 92 can pass and an inspection pit having a space where the carriage 92 can be arranged directly below the railway vehicle is not required.

[0058] When installing the housing 10, it is only necessary to engage the columnar members 21a, 21b fixed to the housing 10 supported by the carriage 92 with the ends of the guide rails 31a, 31b, and move the housing 10 in the negative X-axis direction. Thereby, the columnar members 21a, 21b move in the negative X-axis direction while being engaged with the guide rails 31a, 31b, so that the housing 10 can be arranged Figure 3 and Figure 4 as shown directly below the vehicle body 101. Thus, it becomes easy to install the power conversion device 1 to the vehicle body 101. At this time, since the columnar members 21a, 21b fixed to the housing 10 move in the negative X-axis direction on the guide rails 31a, 31b, it is not necessary to move the carriage 92 below the vehicle body 101 in the vertical direction. Therefore, for installing the housing 10, inspection equipment such as a removable track through which the carriage 92 can pass and an inspection pit having a space where the carriage 92 can be arranged directly below the railway vehicle is not required.

[0059] In the state where the housing 10 is arranged at the positions of Figure 3 and Figure 4 , preferably, the movement of the housing 10 in the X-axis direction is restricted. For example, preferably, by a fixing member (not shown) fixed to the guide rails 31a, 31b in a state of abutting against the positive X-axis ends of the columnar members 21a, 21b respectively, the movement of the columnar members 21a, 21b in the X-axis direction is restricted. Thereby, the movement of the housing 10 in the X-axis direction when the railway vehicle is running can be restricted.

[0060] In order to reduce the operation load when removing or installing the housing 10 in the above manner, preferably, the friction coefficients of the abutting surfaces between the columnar member 21a and the guide rail 31a and between the columnar member 21b and the guide rail 31b are small. For example, preferably, the surfaces of the guide rails 31a, 31b that abut against the columnar members 21a, 21b are coated with resin so that the columnar members 21a, 21b can move smoothly in the X-axis direction.

[0061] As described above, in the power conversion device 1 of the embodiment, the columnar members 21a and 21b move along the X-axis direction on the guide rails 31a and 31b. Therefore, the housing 10 can be pulled out to the lateral side of the vehicle body 101, and the housing 10 can be moved from the lateral side of the vehicle body 101 toward the lower side in the vertical direction of the vehicle body 101. As a result, the power conversion device 1 that can be easily installed on the vehicle body 101 and removed from the vehicle body 101 can be obtained.

[0062] As described above, the housing 10 can be pulled out to the lateral side of the vehicle body 101, and the housing 10 can be moved from the lateral side of the vehicle body 101 toward the lower side in the vertical direction of the vehicle body 101. Therefore, inspection equipment such as a detachable track through which the carriage 92 can pass and an inspection pit having a space where the carriage 92 can be disposed directly below the railway vehicle is not required. In other words, even at a location without inspection equipment, the housing 10 can be installed on the vehicle body or removed from the vehicle body.

[0063] The present disclosure is not limited to the above embodiment. The shapes of the locking members and the guides are not limited to the above examples. Examples of the power conversion device 2 having a guide with a structure different from that of the embodiment are shown in Figure 7 and Figure 8 The power conversion device 2 includes, similarly to the power conversion device 1, a pair of columnar members 21a and 21b that function as locking members and are fixed to the housing 10. The power conversion device 2 includes: a pair of guide rails 32a and 32b that are installed on the bottom plate of the vehicle body 101, are provided over the X-axis direction, and function as guides; and a pair of frames 33a and 33b that are installed on the vehicle body 101 and to which the guide rails 32a and 32b are fixed. To avoid complication of the drawing, the frames 33a and 33b are omitted in Figure 8

[0064] The guide rails 32a and 32b extend in the X-axis direction and have a T-shaped cross section orthogonal to the X-axis direction. Specifically, they have a T-shaped cross section rotated 180 degrees. For example, the guide rails 32a and 32b have the same shape as the columnar members 21a and 21b included in the power conversion device 1. The guide rails 32a and 32b are formed of a member having a rigidity such that it will not be deformed by vibrations generated during the running of the railway vehicle, for example, a metal member. As an example, the guide rails 32a and 32b are formed by extrusion molding of aluminum, similarly to the columnar members 21a and 21b.

[0065] One of the surfaces of the guide rail 32a facing the positive Z-axis direction abuts against the columnar member 21a in a surface-to-surface manner, similarly to the embodiment, so as to support the columnar member 21a so that it can move along the X-axis direction. One of the surfaces of the guide rail 32b facing the positive Z-axis direction abuts against the columnar member 21b in a surface-to-surface manner, similarly to the embodiment, so as to support the columnar member 21b so that it can move along the X-axis direction.

[0066] The guide rail 32a is fixed to the frame 33a in a state where at least a part of the surface of the guide rail 32a facing the negative Z-axis direction abuts against the frame 33a. The guide rail 32a is firmly fixed to the frame 33a to such an extent that the relative positional relationship between the guide rail 32a and the frame 33a will not shift due to the vibration during the running of the railway vehicle.

[0067] The guide rail 32b is fixed to the frame 33b in a state where at least a part of the surface of the guide rail 32b facing the negative Z-axis direction abuts against the frame 33b. The guide rail 32b is firmly fixed to the frame 33b to such an extent that the relative positional relationship between the guide rail 32b and the frame 33b will not shift due to the vibration during the running of the railway vehicle.

[0068] For example, the guide rails 32a, 32b are fixed to the frames 33a, 33b by fixing methods such as fastening with fastening members, welding, and brazing.

[0069] The frames 33a, 33b extend in the X-axis direction. For example, the frames 33a, 33b have the same shape as the guide rails 31a, 31b included in the power conversion device 1. One end of the frame 33a closer to the vehicle body 101 is fixed to the vehicle body 101, and the guide rail 32a is fixed to the other end of the frame 33a farther from the vehicle body 101. One end of the frame 33a closer to the vehicle body 101 is firmly fixed to the vehicle body 101 to such an extent that the relative positional relationship between the frame 33a and the vehicle body 101 will not shift due to the vibration during the running of the railway vehicle.

[0070] One end of the frame 33b closer to the vehicle body 101 is fixed to the vehicle body 101, and the guide rail 32b is fixed to the other end of the frame 33b farther from the vehicle body 101. One end of the frame 33b closer to the vehicle body 101 is firmly fixed to the vehicle body 101 to such an extent that the relative positional relationship between the frame 33b and the vehicle body 101 will not shift due to the vibration during the running of the railway vehicle.

[0071] For example, the frames 33a, 33b are fixed to the vehicle body 101 by fixing methods such as fastening with fastening members, welding, and brazing.

[0072] As Figure 8 shown, in the power conversion device 2, the housing 10 can also be pulled out in the X-axis direction.

[0073] An example of the power conversion device 3 having a locking member and a guide member with a structure different from that of the embodiment is shown in Figure 9is shown. The power conversion device 3 includes columnar members 22a, 22b that are fixed to the housing 10 and serve as locking members, a plurality of slings 23a, 23b, and a pair of guide rails 34a, 34b that serve as guides. Although not shown, the power conversion device 3 also includes frame members 33a, 33b included in the power conversion device 2.

[0074] The plurality of slings 23a have an L-shaped cross-section orthogonal to the X-axis direction. Specifically, they have an L-shaped cross-section rotated by 90 degrees, and the plurality of slings 23a are arranged at intervals in the X-axis direction. The plurality of slings 23b have an L-shaped cross-section orthogonal to the X-axis direction. Specifically, they have an L-shaped cross-section rotated by 90 degrees, and the plurality of slings 23b are arranged at intervals in the X-axis direction. In Figure 9 the example, four slings 23a are arranged at equal intervals in the X-axis direction, and four slings 23b are arranged at equal intervals in the X-axis direction.

[0075] Each sling 23a is fixed to the surfaces 10a, 10b of the housing 10. Each sling 23b is fixed to the surfaces 10a, 10c of the housing 10. The slings 23a, 23b are firmly fixed to the housing 10 to such an extent that the relative positional relationship between the slings 23a, 23b and the housing 10 does not shift due to the vibration during the running of the railway vehicle. For example, the slings 23a, 23b are fixed to the housing 10 by fixing methods such as fastening with fastening members, welding, and brazing.

[0076] The columnar members 22a, 22b extend in the X-axis direction and have a rectangular or square cross-section orthogonal to the X-axis direction. The columnar member 22a is fixed to each sling 23a in a state of abutting against the surface of each sling 23a facing the negative Y-axis direction. The columnar member 22b is fixed to each sling 23b in a state of abutting against the surface of each sling 23b facing the positive Y-axis direction. The columnar members 22a, 22b are firmly fixed to the slings 23a, 23b to such an extent that the relative positional relationship between the columnar members 22a, 22b and the slings 23a, 23b does not shift due to the vibration during the running of the railway vehicle. For example, the columnar members 22a, 22b are fixed to the slings 23a, 23b by fixing methods such as fastening with fastening members, welding, and brazing.

[0077] The guide rails 34a and 34b have a shape that extends in the X-axis direction and can engage with the columnar members 22a and 22b, and support the columnar members 22a and 22b so as to be movable in the X-axis direction. As an example, the guide rail 34a is formed by a columnar member having a groove that extends in the X-axis direction and opens toward the positive Y-axis direction. Similarly, the guide rail 34b is formed by a columnar member having a groove that extends in the X-axis direction and opens toward the negative Y-axis direction. The guide rail 34a and the columnar member 22a can be realized by a heavy-duty slide rail for moving heavy objects. The guide rail 34b and the columnar member 22b can be realized by a heavy-duty slide rail for moving heavy objects.

[0078] The guide rails 34a and 34b can be fixed to the frames 33a and 33b and fixed to the vehicle body 101 via the frames 33a and 33b.

[0079] Examples of the power conversion device 4 having a guide member with a structure different from that of the embodiment are shown in Figure 10 and Figure 11 The power conversion device 4 includes, similarly to the power conversion device 1, a pair of columnar members 21a and 21b that are fixed to the housing 10 and function as locking members. The power conversion device 4 includes a plurality of support members 35a and 35b that are mounted on the bottom plate of the vehicle body 101, are provided over the width direction of the vehicle body 101, i.e., the X-axis direction, and function as guide members.

[0080] The shape of the cross section orthogonal to the X-axis direction of each of the support members 35a and 35b is the same as that of the guide rails 31a and 31b included in the power conversion device 1. The plurality of support members 35a are arranged at intervals in the X-axis direction. The plurality of support members 35b are arranged at intervals in the X-axis direction.

[0081] One end of the support member 35a closer to the vehicle body 101 is fixed to the vehicle body 101. Specifically, one end of the support member 35a closer to the vehicle body 101 is firmly fixed to the vehicle body 101 to such an extent that the relative positional relationship between the support member 35a and the vehicle body 101 does not shift due to vibrations during the running of the railway vehicle.

[0082] One end of the support member 35b closer to the vehicle body 101 is fixed to the vehicle body 101. Specifically, one end of the support member 35b closer to the vehicle body 101 is firmly fixed to the vehicle body 101 to such an extent that the relative positional relationship between the support member 35b and the vehicle body 101 does not shift due to vibrations during the running of the railway vehicle.

[0083] The support members 35a and 35b are fixed to the vehicle body 101 by fixing methods such as fastening with fastening members, welding, and brazing.

[0084] The other end of the support member 35a supports the columnar member 21a. Specifically, the surface of the other end of the support member 35a facing the positive Z-axis direction abuts against the columnar member 21a in a surface-to-surface manner, thereby supporting the columnar member 21a so as to be movable in the X-axis direction. The other end of the support member 35b supports the columnar member 21b. Specifically, the surface of the other end of the support member 35b facing the positive Z-axis direction abuts against the columnar member 21b in a surface-to-surface manner, thereby supporting the columnar member 21b so as to be movable in the X-axis direction.

[0085] As Figure 11 shown, a plurality of support members 35a, 35b may be arranged at intervals such that the housing 10 can still be supported when the housing 10 is pulled out in the X-axis direction. In Figure 10 and Figure 11 's example, three support members 35a are arranged at equal intervals in the X-axis direction, and three support members 35b are arranged at equal intervals in the X-axis direction.

[0086] An example of a power conversion device 5 having a locking member with a structure different from that of the embodiment is shown in Figure 12 . The power conversion device 5 includes a plurality of slings 24a, 24b that are fixed to the housing 10 and function as locking members. The power conversion device 5 includes guide rails 31a, 31b in the same manner as the power conversion device 1. The guide rails 31a, 31b are mounted on the bottom plate of the vehicle body 101, are provided over the width direction of the vehicle body 101, i.e., the X-axis direction, and function as guides.

[0087] The shape of the cross-section of each sling 24a, 24b orthogonal to the X-axis direction is the same as that of the columnar members 21a, 21b included in the power conversion device 1. A plurality of slings 24a are arranged at intervals in the X-axis direction. A plurality of slings 24b are arranged at intervals in the X-axis direction. In Figure 12 's example, three slings 24a are arranged at equal intervals in the X-axis direction, and three slings 24b are arranged at equal intervals in the X-axis direction.

[0088] Each sling 24a is fixed to the surfaces 10a, 10b of the housing 10. Each sling 24b is fixed to the surfaces 10a, 10c of the housing 10. The slings 24a, 24b are firmly fixed to the housing 10 to such an extent that the relative positional relationship between the slings 24a, 24b and the housing 10 does not shift due to vibrations during the running of the railway vehicle. For example, the slings 24a, 24b are fixed to the housing 10 by fixing methods such as fastening with fastening members, welding, and brazing.

[0089] Each sling 24a is supported by the guide rail 31a in the same manner as the columnar member 21a included in the power conversion device 1 so as to be movable in the X-axis direction. Each sling 24b is supported by the guide rail 31b in the same manner as the columnar member 21b included in the power conversion device 1 so as to be movable in the X-axis direction.

[0090] The number of members constituting the locking member is not limited to the above example. As an example, in Figure 13 the power conversion device 6 is shown. In addition to the structure of the power conversion device 1, the power conversion device 6 further includes a columnar member 25a fixed to the surface 10a of the housing 10 at the center in the Y-axis direction and guide rails 36a, 36b having a shape capable of locking the columnar member 25a. The columnar guide rail 25a extends in the X-axis direction and has an H-shaped cross section orthogonal to the X-axis direction. Specifically, it has an H-shaped cross section rotated by 90 degrees. The columnar member 25a is provided between the columnar members 21a, 21b. The columnar member 25a is fixed to the surface 10a of the housing 10 at the center in the Y-axis direction.

[0091] The guide rails 36a, 36b, like the guide rails 31a, 31b, have flat plate portions extending in the X-axis and Z-axis directions and two flat plate portions extending in the X-axis and Y-axis directions and located on opposite sides of the flat plate portion extending in the X-axis and Z-axis directions. The guide rails 36a, 36b support the columnar member 25a so as to be movable in the X-axis direction. Similarly, the power conversion devices 2 to 5 may also include the columnar member 25a and the guide rails 36a, 36b.

[0092] The locking member may be fixed only to either the vertically upper surface of the housing 10 or the surface of the housing 10 that intersects the traveling direction of the railway vehicle. As an example, in Figure 14 the power conversion device 7 in which the columnar members 21a, 21b are fixed only to the surfaces 10b, 10c is shown. A groove 10d extending in the X-axis direction is formed on the surface 10b of the housing 10 included in the power conversion device 7. A groove 10e extending in the X-axis direction is formed on the surface 10c. The columnar member 21a is fixed to the surface 10b by fastening with a fastening member, for example, in a state of being inserted into the groove 10d. The columnar member 21b is fixed to the surface 10c by fastening with a fastening member, for example, in a state of being inserted into the groove 10e.

[0093] Figure 9 The number and arrangement positions of the slings 23a, 23b shown are not limited to the above example. The slings 23a, 23b may be provided at any position where the columnar members 22a, 22b can be fixed to the housing 10. As an example, the slings 23a may be arranged at unequal intervals in the X-axis direction, and the slings 23b may be arranged at unequal intervals in the X-axis direction.

[0094] Figure 12 As long as the shown spreaders 24a and 24b are provided at least at both ends of the housing 10 in the X-axis direction, the number and arrangement positions of the spreaders 24a and 24b can be arbitrary. As an example, the spreader 24a can be provided only at both ends of the housing 10 in the X-axis direction, and the spreader 24b can be provided only at both ends of the housing 10 in the vertical direction.

[0095] Figure 10 and Figure 11 As long as the number and arrangement positions of the shown support members 35a and 35b are such that the housing 10 can be supported to move in the X-axis direction, they can be arbitrary. As an example, it can also be that four or more support members 35a are arranged in the X-axis direction, and four or more support members 35b are in the X-axis direction.

[0096] Figure 7 The shapes of the shown frames 33a and 33b are not limited to the above examples, and can be arbitrary as long as they can fix the guide rails 32a, 32b or the guide rails 34a, 34b to the vehicle body 101. As an example, the frames 33a and 33b can also have a U-shaped cross-section that opens in the Y-axis direction in a cross-section orthogonal to the X-axis direction.

[0097] The power conversion devices 1 to 7 are not limited to railway vehicles with a DC power supply system, and can also be installed on railway vehicles with an AC power supply system. When the power conversion devices 1 to 7 are installed on railway vehicles with an AC power supply system, the propulsion control device 100 only needs to, in addition to Figure 1 the structure of, further include a transformer and a converter, where the transformer steps down the AC power obtained by the current collector device from the substation via the power supply line, and the converter converts the AC power stepped down by the transformer into DC power.

[0098] The power conversion devices 1 to 7 can also be installed on any moving body such as an automobile or an airplane, and are not limited to railway vehicles.

[0099] The present disclosure can be implemented in various embodiments and modifications without departing from the broad spirit and scope of the present disclosure. In addition, the above embodiments are used to explain the present disclosure, rather than to limit the scope of the present disclosure. That is to say, the scope of the present disclosure is not shown by the embodiments, but by the claims. In addition, various modifications implemented within the scope of the claims and within the meaning of the disclosure equivalent thereto are also considered to be within the scope of the present disclosure.

[0100] Symbol Description

[0101] 1, 2, 3, 4, 5, 6, 7 Power conversion device; 10 Housing; 10a, 10b, 10c Surfaces; 10d, 10e Grooves; 11 Cooler; 21a, 21b, 22a, 22b, 25a Columnar members; 23a, 23b, 24a, 24b Lifting tools; 31a, 31b, 32a, 32b, 34a, 34b, 36a, 36b Guide rails; 33a, 33b Frames; 35a, 35b Support members; 51 Power conversion circuit; 52 Control circuit; 53 Discharge circuit; 91 Motor; 92 Trolley; 100 Propulsion control device; 100a, 100b Terminals; 101 Vehicle body; FC1 Filter capacitor; FL1 Filter reactor; MC1 Contactor; R11 Charging resistor; R12 Discharge resistor; SW11 First switch; SW12 Second switch.

Claims

1. A power conversion device, which is a vehicle-mounted power conversion device installed in a railway vehicle, characterized in that, Comprising: A housing that houses a power conversion circuit; A locking member fixed to the vertical upper surface of the housing and the surface intersecting the traveling direction of the railway vehicle; And A guide member installed on the bottom plate of the body of the railway vehicle, provided across the width direction of the body, having a shape capable of being locked by the locking member, and supporting the locking member so as to be movable in the width direction.

2. The power conversion device according to claim 1, wherein The locking member has a pair of columnar members extending in the width direction.

3. The power conversion device according to claim 1, wherein The locking member has a plurality of slings arranged in the width direction and the traveling direction of the railway vehicle.

4. The power conversion device according to any one of claims 1 to 3, wherein The guide member has a pair of guide rails extending in the width direction.

5. The power conversion device according to claim 4, wherein The guide rail has a T-shaped cross section orthogonal to the width direction.

6. The power conversion device according to claim 4, wherein The guide member has a pair of frames installed on the body and for fixing the guide rail.

7. The power conversion device according to claim 4, wherein One end of the guide rail close to the body is fixed to the body, and the other end of the guide rail away from the body supports the locking member.

8. The power conversion device according to claim 1 or 2, wherein The guide member has a plurality of support members arranged in the width direction and the traveling direction of the railway vehicle, one end close to the body is fixed to the body, and the other end away from the body supports the locking member.

9. The power conversion device according to any one of claims 1 to 3, wherein The locking member has a T-shaped cross section orthogonal to the width direction.

10. The power conversion device according to any one of claims 1 to 3, wherein The housing has waterproof and dustproof properties.

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