Traction converter device for railway vehicle and railway vehicle

Abstract

The utility model provides a traction converter device for a railway vehicle and the railway vehicle. The traction converter device converts electric power from upstream in a railway vehicle traction power supply system and outputs the converted electric power to downstream equipment, and is provided with: a power unit including a rectifier and an inverter which are connected via an intermediate DC circuit; a filter unit configured separately from the power unit and including a filter element connected in parallel to each of the rectifying circuit of the rectifier and the inverter circuit of the inverter; the power unit and the filtering unit are arranged in a first direction, the power unit comprises a connecting conductor which is led out from the rectifier and the inverter and is electrically connected with the filtering unit through a butt joint part, and the filtering unit comprises a connecting conductor which is led out from the filtering element and is electrically connected with the power unit through a butt joint part. The power unit and the filter unit connect the rectifying circuit of the rectifier and the inverter circuit of the inverter to the filter element in parallel by abutting the abutting portions of the respective connecting conductors in the first direction. Therefore, the traction converter device can be compactly arranged and is easy to maintain.

Description

Technical Field

[0001] The utility model relates to the field of railway equipment, and particularly relates to a traction converter device for railway vehicles that converts incoming power from upstream, after current conversion, and outputs it to downstream devices such as traction motors, and a railway vehicle using such a traction converter device. Background Art

[0002] Railway vehicles such as electric locomotives that operate using electricity convert the power from the catenary into a specified alternating current in the traction power supply system using a traction converter device, and then supply this alternating current to the traction motors in the traction system to drive the railway vehicle to run.

[0003] As a typical structure of a traction converter device for railway vehicles, it is generally divided into three parts: a four-quadrant rectifier unit, a traction inverter unit, and a filtering unit. Among them, the four-quadrant rectifier unit rectifies the incoming single-phase industrial frequency alternating current into direct current. The traction inverter unit inverses the direct current converted by the four-quadrant rectifier unit into a three-phase alternating current suitable for traction motors, etc. The filtering unit is mainly composed of capacitors and performs filtering processing during the operation of the four-quadrant rectifier unit and the traction inverter unit. In the prior art, the four-quadrant rectifier unit, the traction inverter unit, and the filtering unit are separately constituted and installed in three cabinet compartments of a converter cabinet.

[0004] As described above, in the existing traction converter device for railway vehicles, the four-quadrant rectifier unit, the traction inverter unit, and the filtering unit are usually separately arranged, occupying three cabinet compartments of the converter cabinet. This not only leads to the enlargement of the converter cabinet, compressing the installation space of other devices in the cramped space of the railway vehicle, but also brings great difficulties to the design and installation of expansion devices when it is necessary to install expansion devices for the functional expansion of the railway vehicle.

[0005] Moreover, since the four-quadrant rectifier unit, the traction inverter unit, and the filtering unit are usually separately arranged in three cabinet compartments of the converter cabinet and need to be connected by conductors, not only is the inductance value between the three units relatively large, but it is also difficult to ensure the consistency of the inductance values.

[0006] In view of these situations, it can be considered to design the four-quadrant rectifier unit, the traction inverter unit, and the filtering unit into one unit (hereinafter referred to as the "integrated unit"), but this will face the following problems:

[0007] One problem is that the integrated unit will form a relatively large longitudinal length (here, the longitudinal length refers to the length along the transverse direction (vehicle width direction) of the railway vehicle), and in a railway vehicle, the working space beside the converter cabinet is very narrow (see Figure 12"Aisle P" in it. Taking a common railway vehicle as an example, the width of the aisle is generally no more than 700 mm. If such an integrated unit is installed in the converter cabinet of a railway vehicle, in the case of a failure of the integrated unit, since the integrated unit cannot be completely withdrawn from the converter cabinet into the working space, it is impossible to perform quick maintenance. In this case, the roof cover of the railway vehicle must be removed and the entire converter cabinet must be lifted out of the railway vehicle to maintain the integrated unit, resulting in a huge amount of work.

[0008] Another problem is that the weight of the integrated unit will be very heavy (generally considered to exceed 200 kg). Even if it can be completely withdrawn into the working space beside the converter cabinet in terms of size, it is very difficult to move it out of the railway vehicle and move the replacement integrated unit onto the railway vehicle. Therefore, from this aspect, it is also almost impossible to perform quick maintenance on the integrated unit. The maintenance involves a series of operations such as removing the roof cover, hoisting the integrated unit, and installing the roof cover, which is very troublesome. Summary of the Invention

[0009] The present invention is proposed in view of the above problems. Its first object is to provide a traction converter device for railway vehicles that can be compactly arranged and is easy to maintain. In addition, the second object of the present invention is to provide a railway vehicle using the traction converter device.

[0010] To achieve the above first object, the present invention provides a traction converter device for railway vehicles, which is used to convert the power from the upstream in the traction power supply system of the railway vehicle and output it to the downstream equipment. Among them, it includes: a power unit, which includes a rectifier and an inverter connected via an intermediate DC circuit. The rectifier converts the alternating current from the upstream into direct current, and the inverter converts the direct current from the rectifier into alternating current and supplies the converted alternating current to the downstream equipment; and a filtering unit, which is separately formed from the power unit and includes filtering elements connected in parallel with the rectifying circuit of the rectifier and the inverting circuit of the inverter respectively; the power unit and the filtering unit are arranged side by side in a first direction. The power unit includes power unit side connection conductors led out from the rectifier and the inverter and electrically connected to the filtering unit by means of docking parts. The filtering unit includes filtering unit side connection conductors led out from the filtering elements and electrically connected to the power unit by means of docking parts. The power unit and the filtering unit are connected in parallel with the rectifying circuit of the rectifier and the inverting circuit of the inverter and the filtering elements by docking the docking parts of the power unit side connection conductors and the docking parts of the filtering unit side connection conductors in the first direction.

[0011] According to this technical solution, in the traction converter device for railway vehicles, since the power unit and the filter unit are connected in parallel with the rectifier circuit of the rectifier and the inverter circuit of the inverter by making the butt joint portion of the power unit side connecting conductor and the butt joint portion of the filter unit side connecting conductor butt joint in the first direction, that is to say, the power unit and the filter unit are arranged together, so when installing on a railway vehicle, they can be installed in the same cabinet space of the converter cabinet, and the compact setting of the traction converter device on the railway vehicle can be realized. In this way, the traction converter device for railway vehicles will not compress the installation space of other equipment, and also reserves a setting space for expanding equipment.

[0012] At the same time, in the traction converter device for railway vehicles, the power unit responsible for power conversion and the filter unit responsible for filtering processing are separately constituted, and both the power unit and the filter unit can be designed to have a longitudinal dimension smaller than the width of the working space beside the converter cabinet. Therefore, during maintenance, the power unit and the filter unit can be taken out of the converter cabinet one by one. Compared with the prior art, the maintainability of the traction converter device can be greatly improved.

[0013] Thus, through this technical solution, the above object can be achieved.

[0014] In addition, since the power unit and the filter unit are connected in parallel with the rectifier circuit of the rectifier and the inverter circuit of the inverter by making the butt joint portion of the power unit side connecting conductor and the butt joint portion of the filter unit side connecting conductor butt joint in the first direction, the length of the conductor used to connect the rectifier, the inverter, and the filter element can be shortened, which is beneficial to reducing the inductance value between the three, and it is easy to ensure the consistency of the inductance value between different traction converter devices.

[0015] In addition, on the basis of the above technical solution, preferably, the butt joint portion of the power unit side connecting conductor is arranged at a position more outward in the second direction intersecting with the first direction than the inverter and the rectifier, and the butt joint portion of the filter unit side connecting conductor is arranged at a position corresponding to the butt joint portion of the power unit side connecting conductor in the second direction.

[0016] According to this technical solution, since the butt joint portion of the power unit side connecting conductor and the butt joint portion of the filter unit side connecting conductor are arranged laterally outside the inverter and the rectifier in the second direction, that is, at a position not blocked by the inverter and the rectifier, when it is necessary to fasten the butt joint portions to each other using fasteners after butt joint, the installation operation of the fasteners can be easily performed.

[0017] In addition, on the basis of the above technical solution, preferably, both the power unit side connecting conductor and the filter unit side connecting conductor use composite busbars.

[0018] According to this technical solution, since composite busbars are used to form the connecting conductors on the power unit side and the connecting conductors on the filter unit side, it is easy to reduce the inductance value among the rectifier, the inverter, and the filter elements, and further reduce the peak voltage when the elements of the rectifier and the inverter are turned off. Moreover, it is easier to ensure the consistency of this inductance value among different traction converter devices.

[0019] In addition, on the basis of the above technical solution, preferably, the rectifier has an input terminal for accessing the alternating current from the upstream, the inverter has an output terminal for connecting the downstream device, and the input terminal and the output terminal are arranged at positions closer to the end on the side opposite to the filter unit among the two ends of the power unit in the first direction.

[0020] According to this technical solution, since the input terminal of the rectifier and the output terminal of the inverter are arranged at positions closer to the end on the side opposite to the filter unit among the two ends of the power unit in the first direction, it is easy to perform wiring operations on these terminals.

[0021] In addition, on the basis of the above technical solution, preferably, in a second direction intersecting with the first direction, the docking part of the connecting conductor on the power unit side and the docking part of the connecting conductor on the filter unit side are located on one side of the power unit, and the input terminal and the output terminal are located on the other side of the power unit.

[0022] According to this technical solution, since the docking part of the connecting conductor on the power unit side and the docking part of the connecting conductor on the filter unit side and the input terminal of the rectifier and the output terminal of the inverter are arranged on opposite sides of each other in the second direction, it is easy to perform wiring operations.

[0023] In addition, on the basis of the above technical solution, preferably, the power unit includes a common cooler for cooling the rectifier and the inverter.

[0024] According to this technical solution, since the rectifier and the inverter share the same cooling plate in the power unit, the overall size and weight of the power unit can be further reduced, which is more conducive to the compactness and easy maintenance of the traction converter device for railway vehicles, that is, it is more conducive to achieving the purpose of "providing a traction converter device for railway vehicles that can be compactly arranged and is easy to maintain".

[0025] In addition, on the basis of the above technical solution, preferably, the rectifier is arranged on one side of the common cooler in the first direction, and the inverter is arranged on the other side of the common cooler in the first direction.

[0026] According to this technical solution, since the inverter is arranged on the other side of the common cooler in the first direction, that is, the components (such as IGBT, SIC, etc.) of each phase of the inverter (such as U phase, V phase, W phase) are all arranged on the same side of the common cooler, it is easy to make the components of each phase of the inverter be cooled by the common cooler to roughly the same extent, reduce the difference in the bottom surface temperature of the components of each phase of the inverter, and make the service lives of the components of each phase of the inverter as uniform as possible.

[0027] In addition, on the basis of the above technical solution, preferably, the rectifier is arranged on the side of the common cooler opposite to the filtering unit in the first direction, and the inverter is arranged on the filtering unit side of the common cooler in the first direction.

[0028] According to this technical solution, wiring can be carried out reasonably.

[0029] In addition, on the basis of the above technical solution, preferably, the common cooler has a cooling medium inlet and a cooling medium outlet, and the cooling medium inlet and the cooling medium outlet are arranged on the side of the power unit opposite to the filtering unit in the first direction.

[0030] According to this technical solution, the connection of the cooling pipeline can be easily carried out.

[0031] In addition, on the basis of the above technical solution, preferably, the power unit includes at least two overvoltage protectors for overvoltage protection of the intermediate DC circuit, the at least two overvoltage protectors are redundant to each other, and the at least two overvoltage protectors are arranged on the same side as the inverter on the common cooler and are cooled by the common cooler.

[0032] According to this technical solution, redundancy of overvoltage protection for the intermediate DC circuit and the units and components in the inverter and the rectifier connected to the intermediate DC circuit can be achieved, and at the same time, cooling of the overvoltage protectors can be easily realized.

[0033] In addition, on the basis of the above technical solution, preferably, the overvoltage protector has an external connection terminal for connecting a discharge resistor, and the external connection terminal is arranged at a position closer to the end of the two ends of the power unit opposite to the filtering unit in the first direction.

[0034] According to this technical solution, since the external connection terminals of each overvoltage protector are arranged at positions closer to the end of the two ends of the power unit opposite to the filtering unit in the first direction, wiring operations for these terminals can be easily carried out.

[0035] In addition, based on the above technical solution, preferably, the power unit includes a braking chopper for limiting the voltage of the intermediate DC link, and the braking chopper is arranged on the same side of the common cooler as the inverter and is cooled by the common cooler.

[0036] According to this technical solution, when the railway vehicle equipped with this traction converter enters the braking condition, the braking chopper can be used to prevent the voltage of the intermediate DC link from becoming too high due to the feedback of the regenerative power from the traction motor, thereby realizing the protection of the intermediate DC link and the units and components connected to the intermediate DC link in the inverter and the rectifier. At the same time, with such a structure, it is possible to easily cool the braking chopper.

[0037] In addition, based on the above technical solution, preferably, the braking chopper has an external connection terminal for connecting a braking resistor, and the external connection terminal is arranged at a position closer to the end on the side opposite to the filter unit among the two end portions of the power unit in the first direction.

[0038] According to this technical solution, since the external connection terminal of the braking chopper is arranged at a position closer to the end on the side opposite to the filter unit among the two end portions of the power unit in the first direction, it is possible to easily perform the wiring operation on the external connection terminal of the braking chopper.

[0039] To achieve the above second object, the present utility model provides a railway vehicle, wherein the railway vehicle includes: a converter cabinet formed with a plurality of cabinet spaces; and a traction converter for railway vehicles according to any one of the above solutions, which is integrally accommodated in one of the plurality of cabinet spaces.

[0040] According to this technical solution, the technical effects based on any one of the above solutions can be obtained.

[0041] In addition, based on the above technical solution, preferably, the cabinet space is formed in a cylindrical shape having a bottom on one side in the width direction of the railway vehicle and an opening on the other side in the width direction, and the traction converter for railway vehicles is accommodated in the one cabinet space in such a manner that the filter unit is located on the bottom side in the width direction and the power unit is located on the opening side in the width direction.

[0042] According to this technical solution, since the filter unit with a relatively low maintenance frequency is installed on the bottom side of the cabinet space, and the power unit with a relatively high maintenance frequency is installed on the opening side of the cabinet space, the maintainability of the entire railway vehicle using this traction converter is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 It is a perspective view showing the overall structure of the traction converter for railway vehicles in the first embodiment of the present utility model.

[0044] Figure 2 It is a top view showing the overall structure of the traction converter for railway vehicles in the first embodiment of the present utility model.

[0045] Figure 3 It is a front view showing the overall structure of the traction converter for railway vehicles in the first embodiment of the present utility model.

[0046] Figure 4 It is a perspective view showing the structure of the power unit of the traction converter for railway vehicles in the first embodiment of the present utility model, and it is a view observed from one side in the Y direction.

[0047] Figure 5 It is a perspective view showing the structure of the power unit of the traction converter for railway vehicles in the first embodiment of the present utility model, and it is a view observed from the other side in the Y direction.

[0048] Figure 6 It is a top view showing the structure of the power unit of the traction converter for railway vehicles in the first embodiment of the present utility model.

[0049] Figure 7 It is a front view showing the structure of the power unit of the traction converter for railway vehicles in the first embodiment of the present utility model.

[0050] Figure 8 It is a perspective view showing the structure of the filter unit of the traction converter for railway vehicles in the first embodiment of the present utility model.

[0051] Figure 9 It is a schematic diagram showing an example of the equivalent circuit of the traction converter for railway vehicles in the first embodiment of the present utility model.

[0052] Figure 10 It is a schematic diagram showing the combination process of the power unit and the filter unit of the traction converter for railway vehicles in the first embodiment of the present utility model.

[0053] Figure 11 It is a schematic diagram showing a typical application scenario of the traction converter for railway vehicles in the first embodiment of the present utility model.

[0054] Figure 12 It is a schematic diagram showing the internal layout of a railway vehicle in the third embodiment.

[0055] Figure 13 It is a schematic diagram showing the converter cabinet of a railway vehicle in the third embodiment. Specific Embodiment

[0056] Hereinafter, embodiments of the present utility model will be described. Note that the following embodiments are listed for the convenience of understanding the present utility model and are not intended to limit the present utility model.

[0057] In addition, in this specification, ordinal expressions such as "first", "second", "third", etc. may sometimes be used. However, these ordinal expressions are only used to distinguish between different things and do not represent a fixed order of appearance or their superiority or inferiority of things.

[0058] In addition, for the convenience of description, an orthogonal coordinate system will be introduced in this specification. Among them, the X-axis direction corresponds to the "first direction", the Z-axis direction corresponds to the "second direction", and the Y-axis direction corresponds to the "third direction". However, this is only an example. As long as the "first direction", "second direction", and "third direction" are in a cross relationship with each other, they do not have to be in an orthogonal relationship.

[0059] <1> First Embodiment

[0060] [1-1] Overall Structure

[0061] Hereinafter, the overall structure of the traction converter device for railway vehicles (hereinafter sometimes referred to as the "traction converter device") according to the first embodiment of the present utility model will be described.

[0062] The traction converter device for railway vehicles in this embodiment is applied to the traction power supply system carried by railway vehicles such as electric locomotives that operate using power from the catenary, and is used to convert the power from the upstream in the traction power supply system and output it to the downstream equipment.

[0063] Figure 11 It is a schematic diagram showing a typical application scenario of the traction converter device for railway vehicles according to the first embodiment of the present utility model. In this application scenario, as Figure 11 shown, the traction converter device C for railway vehicles is connected between the traction transformer T that transforms the alternating current from the catenary and the traction motor M that drives the railway vehicle to travel. The power from the secondary side of the traction transformer T is successively converted into alternating current suitable for the traction motor M through the rectifier 12, the intermediate DC link DCL, and the inverter 13 and then output to the traction motor M to drive the railway vehicle to travel.

[0064] Figure 1 It is a perspective view showing the overall structure of the traction converter device for railway vehicles according to the first embodiment of the present utility model, and is a view observed from the power unit 1 side. And,Figure 2 is a top view showing the overall structure of the traction converter device for railway vehicles in the first embodiment of the present utility model, and is a view observed from the upper side (the upper side in the normal use state). In addition, Figure 3 is a front view showing the overall structure of the traction converter device for railway vehicles in the first embodiment of the present utility model, and is a view of observing the entire traction converter device from one side of the power unit 1.

[0065] As Figures 1 to 3 shown, the traction converter device for railway vehicles in the present embodiment mainly includes a power unit 1 and a filter unit 2 arranged in a row along the X direction. The power unit 1 and the filter unit 2 are constituted separately from each other, and are electrically connected by docking the docking portion PBa of the power unit side connection conductor (see reference numerals 12B, 13B, PB) led out from the rectifier 12 and the inverter 13 included in the power unit 1 with the docking portion 21Ba of the filter unit side connection conductor (see reference numeral 21B) led out from the filter element 21 included in the filter unit 2.

[0066] Hereinafter, the power unit 1 will be specifically described first.

[0067] The power unit 1 is a part in the traction converter device for performing power conversion, that is, a part for converting the power from the upstream and outputting it to the downstream equipment.

[0068] Figure 4 is a perspective view showing the structure of the power unit 1 included in the traction converter device for railway vehicles in the first embodiment of the present utility model, and is a view observed from one side in the Y direction. Figure 5 is a perspective view showing the structure of the power unit included in the traction converter device for railway vehicles in the first embodiment of the present utility model, and is a view observed from the other side in the Y direction. Figure 6 is a top view showing the structure of the power unit included in the traction converter device for railway vehicles in the first embodiment of the present utility model. Figure 7 is a front view showing the structure of the power unit included in the traction converter device for railway vehicles in the first embodiment of the present utility model.

[0069] As Figures 4 to 7 shown, the power unit 1 mainly includes a power unit frame 10, a liquid cooling substrate 11, a rectifier 12 and an inverter 13 connected via an intermediate DC circuit, an overvoltage protector 18 (for the reference numeral "18", please refer to Figure 9 ), a voltage sensor 19, a gate drive substrate 14 for the rectifier, a gate drive substrate 15 for the inverter, a gate drive substrate for the overvoltage protector, a PWM substrate 16 for the rectifier, and a PWM substrate 17 for the inverter and the overvoltage protector.

[0070] The power unit frame 10 is a frame-like component in the power unit 1 that provides support for other components. On the power unit frame 10, there are formed a plurality of support parts.

[0071] In addition, on the power unit frame 10, there is also formed a handle for an operator to hold. As the handle, as Figures 4 to 7 shown, it includes a carrying handle 10H1 and a pushing / pulling handle 10H2.

[0072] The carrying handle 10H1 is provided near the end on one side in the Z direction (the upper side in the normal use state) of the power unit frame 10. A pair of carrying handles 10H1 are provided, one on the outer surface on one side in the Y direction of the power unit frame 10, and the other on the outer surface on the other side in the Y direction of the power unit frame 10. During the process of carrying the power unit 1, the operator can hold the carrying handle 10H1 to carry it.

[0073] The pushing / pulling handle 10H2 is provided near the end on the other side in the Z direction (the lower side in the normal use state) of the power unit frame 10. A pair of pushing / pulling handles 10H2 are provided, one on the outer surface on one side in the Y direction of the power unit frame 10, and the other on the outer surface on the other side in the Y direction of the power unit frame 10. When, for example, the power unit 1 and the filter unit 2 are combined or disassembled in the X direction in the cabinet space of the converter cabinet of a railway vehicle, the operator can hold the pushing / pulling handle 10H2 and push / pull the power unit 1 in the X direction.

[0074] In addition, on the power unit frame 10, as Figures 4 to 7 shown, a base 10F is formed at the end on the other side in the Z direction (the bottom in the normal use state). A plurality of through holes 10F1 penetrating in the Z direction are formed on the base 10F. The plurality of through holes 10F1 are formed near the end on one side in the X direction of the base 10F on the base 10F. When the power unit 1 is installed in, for example, the converter cabinet of a railway vehicle, the power unit 1 stands on a specified position in the cabinet space of the converter cabinet by relying on the base 10F of the power unit frame 10, and is fixed to the cross beam in the converter cabinet by a plurality of bolts screwed into the threaded holes of the cross beam in the converter cabinet through the plurality of through holes 10F1.

[0075] The liquid cooling substrate 11 is a common liquid cooling substrate in the power unit 1 that cools other parts such as the rectifier 12, the inverter 13, and the overvoltage protector.

[0076] The liquid-cooled substrate 11 is formed in a substantially plate-like shape that extends in a plane defined by the Y direction and the Z direction and has a certain thickness in the X direction. An internal flow path for the cooling medium is formed inside the liquid-cooled substrate 11, and the cooling of other components such as the rectifier 12, the inverter 13, and the overvoltage protector is achieved through heat exchange with the internal cooling medium.

[0077] A cooling medium inlet 11I for the cooling medium outside the liquid-cooled substrate 11 to flow into the inside of the liquid-cooled substrate 11 and a cooling medium outlet 11O for the cooling medium inside the liquid-cooled substrate 11 to flow out to the outside of the liquid-cooled substrate 11 are formed on the liquid-cooled substrate 11.

[0078] The cooling medium inlet 11I is provided near the end on the other side in the Z direction of the liquid-cooled substrate 11. In addition, the cooling medium inlet 11I is provided on the side of the liquid-cooled substrate 11 opposite to the filter unit 2 in the X direction, that is, on the side of the power unit 1 opposite to the filter unit 2. And the cooling medium inlet 11I extends in the X direction to near the end on one side in the X direction of the entire power unit 1. In addition, the cooling medium inlet 11I is provided facing one side in the X direction. In addition, the cooling medium inlet 11I is provided at approximately the center of the liquid-cooled substrate 11 in the Y direction. In addition, a quick-connect plug for connecting the cooling medium inlet pipe for supplying the cooling medium can be provided at the end on the side facing the X direction of the cooling medium inlet 11I.

[0079] The cooling medium outlet 11O is provided near the end on one side in the Z direction of the liquid-cooled substrate 11. In addition, the cooling medium outlet 11O is provided on the side of the liquid-cooled substrate 11 opposite to the filter unit 2 in the X direction, that is, on the side of the power unit 1 opposite to the filter unit 2. And the cooling medium outlet 11O extends in the X direction to near the end on one side in the X direction of the entire power unit 1. In addition, the cooling medium inlet 11I is provided facing one side in the X direction. In addition, the cooling medium outlet 11O is provided at approximately the center of the liquid-cooled substrate 11 in the Y direction. In addition, a quick-connect plug for connecting the cooling medium outlet pipe for recovering the cooling medium can be provided at the end on the side facing the X direction of the cooling medium outlet 11O.

[0080] In this way, in the liquid-cooled substrate 11, the cooling medium flows in from the cooling medium inlet 11I near the end on the other side in the Z direction (the lower end in the normal use state) and circulates in the internal flow path of the liquid-cooled substrate 11, and then flows out from the cooling medium outlet 11O near the end on one side in the Z direction (the upper end in the normal use state). Thus, it is possible to efficiently and uniformly cool other components provided on both sides in the X direction of the liquid-cooled substrate 11.

[0081] Moreover, by extending the cooling medium inlet 11I and the cooling medium outlet 11O toward one side in the X direction of the power unit 1 to the vicinity of the end on one side in the X direction of the power unit 1, it is possible to conveniently connect the cooling medium inflow pipe and the cooling medium outflow pipe.

[0082] The rectifier 12 is a part of the power unit 1 that rectifies alternating current from upstream (for example, alternating current from an upstream traction transformer that transforms the alternating current from the catenary) into direct current and outputs the direct current to the inverter 13.

[0083] The rectifier 12 mainly consists of a plurality of semiconductor switch modules.

[0084] Figure 9 It is a schematic diagram showing an example of a representative equivalent circuit of the traction converter for railway vehicles in the first embodiment of the present invention. In the example shown in this figure, the traction converter for railway vehicles can perform four-quadrant rectification.

[0085] As Figure 9 shown, in this example, the rectification circuit of the rectifier 12 includes four bridge arms connected in parallel with each other, and two semiconductor switch modules are respectively provided on each bridge arm. From the midpoints of the two semiconductor switch modules on two of these four bridge arms, AC input terminals U1 and U2 for accessing one phase of the alternating current from upstream (for example, the alternating current from the upstream traction transformer mentioned above) are led out, and from the midpoints of the two semiconductor switch modules on the other two of these four bridge arms, AC input terminals V1 and V2 for accessing the other phase of the alternating current from upstream are led out. In addition, the semiconductor switch module is formed by connecting a controllable element (IGBT) and a rectifying element (diode) in parallel. The rectification circuit of the rectifier 12 is configured as a so-called four-quadrant rectification circuit.

[0086] Of course, the rectification circuit of the rectifier 12 can also be other circuit topologies.

[0087] In addition, each bridge arm of the rectification circuit of the rectifier 12 is connected in parallel with the filter bridge arm composed of capacitors of the filter unit 2 described later and undergoes the filtering process of the filter unit 2.

[0088] As Figure 6 shown, each semiconductor switch module of the rectifier 12 is mounted on the surface on one side in the X direction of the liquid-cooled substrate 11, and each semiconductor switch module of the rectifier 12 is arranged and set on the surface on one side in the X direction of the liquid-cooled substrate 11 within the plane defined by the Y direction and the Z direction. In this regard, it can also be said that the rectifier 12 is arranged on the side of the liquid-cooled substrate 11 opposite to the filter unit 2 in the X direction. Or, it can also be said that the semiconductor switch modules of each phase of the rectifier 12 are all arranged on the same side in the X direction of the liquid-cooled substrate 11.

[0089] As shown in Figure 5 Figure, as an AC input conductor for accessing AC power from upstream, the rectifier 12 includes AC input conductors 12U1, 12U2 led out to the outside of the end on the other side in the Y direction of the power unit frame 10, and AC input conductors 12V1, 12V2.

[0090] The AC input conductors 12U1, 12U2 are bent from the end on the other side in the Y direction of the power unit frame 10 to the side in the X direction. And the AC input conductors 12U1, 12U2 are extended along the X direction to the position closer to the end on the side opposite to the filter unit 2 among the two ends of the power unit 1. In addition, the AC input conductors 12U1, 12U2 are arranged near the end on one side of the power unit frame 10 in the Z direction. In addition, the two AC input conductors 12U1, 12U2 are arranged at intervals in the up-and-down direction in the Z direction. Further, the above-mentioned AC input terminals U1, U2 are formed at the ends on the side in the X direction of each of the AC input conductors 12U1, 12U2. Here, the AC input terminals U1, U2 of the AC input conductors 12U1, 12U2 are arranged at positions not blocked by other components, such as the push-pull handle 10H2, from the side in the X direction.

[0091] The AC input conductors 12V1, 12V2 are bent from the end on the other side in the Y direction of the power unit frame 10 to the side in the X direction. And the AC input conductors 12V1, 12V2 are extended along the X direction to the position closer to the end on the side opposite to the filter unit 2 among the two ends of the power unit 1. In addition, the AC input conductors 12V1, 12V2 are arranged at the approximate center of the power unit frame 10 in the Z direction. In addition, the two AC input conductors 12V1, 12V2 are arranged at intervals in the up-and-down direction in the Z direction. Further, the above-mentioned AC input terminals V1, V2 are formed at the ends on the side in the X direction of each of the AC input conductors 12V1, 12V2. Here, the AC input terminals V1, V2 of the AC input conductors 12V1, 12V2 are arranged at positions not blocked by other components, such as the push-pull handle 10H2, from the side in the X direction.

[0092] As shown in Figures 4 to 7 Figure, as a connection conductor for paralleling each arm of the rectifier circuit of the rectifier 12 with the filter arm of the filter unit 2, the rectifier 12 includes a rectifier connection conductor 12B led out to the outside of the end on the side in the Y direction of the power unit frame 10. In the present embodiment, a composite busbar is adopted as the rectifier connection conductor 12B.

[0093] After the connection conductor 12B for the rectifier is led out from the end on one side in the Y direction of the power unit frame 10 to the outside, it bends and extends in the X direction toward the other side. The connection conductor 12B for the rectifier is connected to the common connection conductor PB at the bent and extended portion.

[0094] The common connection conductor PB is provided outside the end on one side in the Y direction of the power unit frame 10. The common connection conductor PB includes a main body portion PBh and a plurality of docking portions PBa. The main body portion PBh extends and is arranged in the plane defined by the X direction and the Z direction. The rectifier connection conductor 12B of the rectifier 12 is connected to the common connection conductor PB on the main body portion PBh. The plurality of docking portions PBa are bent from the end on the other side in the X direction of the main body portion PBh toward one side in the Y direction and are arranged at intervals in the Z direction. The plurality of docking portions PBa are each formed in a substantially plate shape extending in the plane defined by the Y direction and the Z direction, and the surface facing the other side in the X direction is formed as a substantially plane. Through holes penetrating in the X direction are respectively formed in the plurality of docking portions PBa.

[0095] In addition, the plurality of docking portions PBa of the common connection conductor PB extend to a position not blocked by other components, such as the push-pull handle 10H2, from one side in the X direction.

[0096] The plurality of docking portions PBa of the common connection conductor PB and the plurality of docking portions 21Ba of the filter unit side connection conductor 21B led out from the filter element 21 of the filter unit 2 are respectively electrically connected, thereby connecting each arm of the rectifier circuit of the rectifier 12 in parallel with the filter arms of the filter unit 2.

[0097] Here, the common connection conductor PB uses a composite busbar.

[0098] The inverter 13 is connected to the downstream side of the rectifier 12 via an intermediate DC link and is a part that converts the direct current from the rectifier 12 into alternating current and outputs it to downstream equipment.

[0099] The inverter 13 is mainly composed of a plurality of semiconductor switch modules.

[0100] At Figure 9In an example shown, the inverter circuit of the inverter 13 includes three bridge arms connected in parallel with each other, and two semiconductor switch modules are respectively arranged on each bridge arm. The semiconductor switch module is formed by connecting a controllable element (IGBT) and a rectifying element (diode) in parallel. From the midpoint of the two semiconductor switch modules of one of the three bridge arms, an AC output terminal U for outputting one phase of the inverted alternating current to the downstream device is led out. From the midpoint of the two semiconductor switch modules of another one of the three bridge arms, an AC output terminal V for outputting another phase of the inverted alternating current to the downstream device is led out. From the midpoint of the two semiconductor switch modules of yet another one of the three bridge arms, an AC output terminal W for outputting yet another phase of the inverted alternating current to the downstream device is led out. That is, the inverter circuit of the inverter 13 can output three-phase alternating current.

[0101] Of course, the inverter circuit of the inverter 13 can also be other circuit structures.

[0102] In addition, each bridge arm of the inverter circuit of the inverter 13 is connected in parallel with a filter bridge arm formed by capacitors of the filter unit 2 described later, and undergoes the filtering process of the filter unit 2.

[0103] As Figure 6 shown, each semiconductor switch module of the inverter 13 is mounted on the other side surface in the X direction of the liquid cooling substrate 11, and each semiconductor switch module of the inverter 13 is arranged and set on the other side surface in the X direction of the liquid cooling substrate 11 within the plane defined by the Y direction and the Z direction. In this regard, it can also be said that the inverter 13 is arranged on the side of the filter unit 2 of the liquid cooling substrate 11 in the X direction. Or, it can also be said that the semiconductor switch modules of each phase of the inverter 13 are all arranged on the same side in the X direction of the liquid cooling substrate 11.

[0104] As Figure 5 and Figure 7 shown, as the AC output conductors for outputting the inverted alternating current to the downstream device, the inverter 13 includes AC output conductors 13U, 13V, and 13W led to the outside of the end portion on the other side in the Y direction of the power unit frame 10.

[0105] The AC output conductors 13U, 13V, and 13W are bent from the end on the other side in the Y direction of the power unit frame 10 toward one side in the X direction. And the AC output conductors 13U, 13V, and 13W are arranged to extend in the X direction to a position closer to the end of the two ends of the power unit 1 on the side opposite to the filter unit 2. In addition, the three AC output conductors 13U, 13V, and 13W are arranged at intervals in the up-down direction in the Z direction. Further, the above-mentioned AC output terminals U, V, and W are formed at the ends on one side in the X direction of the respective AC output conductors 13U, 13V, and 13W. In addition, the respective AC output terminals U, V, and W of the AC output conductors 13U, 13V, and 13W are arranged in the Z direction between the AC input terminals U1, U2 of the AC input conductors 12U1, 12U2 of the rectifier 12 and the AC input terminals V1, V2 of the AC input conductors 12V1, 12V2. In addition, here, the AC output terminals U, V, and W of the AC output conductors 13U, 13V, and 13W are arranged at positions not blocked by other components, such as the push-pull handle 10H2, from one side in the X direction.

[0106] As Figures 4 to 7 shown, as the connection conductors for paralleling each arm of the inverter circuit of the inverter 13 and the filter arm of the filter unit 2, the connection conductors 13B for the inverter and overvoltage protector are used. The connection conductors 13B for the inverter and overvoltage protector are led out from the inverter 13 and the voltage protector to be described later to the outside of the end on one side in the Y direction of the power unit frame 10. As the connection conductors 13B for the inverter and overvoltage protector, composite busbars are adopted.

[0107] As Figure 4 、 Figure 6 shown, after the connection conductors 13B for the inverter and overvoltage protector are led out from the end on one side in the Y direction of the power unit frame 10 to the outside, they are bent and extended in the X direction toward the other side. And the connection conductors 13B for the inverter and overvoltage protector are connected to the main body part PBh of the common connection conductor PB at the bent and extended part.

[0108] A plurality of docking parts PBa of the common connection conductor PB and a plurality of docking parts 21Ba of the filter unit side connection conductor 21B of the filter unit 2 are electrically connected respectively, thereby paralleling each arm of the inverter circuit of the inverter 13 and the filter arm of the filter unit 2.

[0109] The connection conductors 12B for the rectifier, the connection conductors 13B for the inverter and overvoltage protector, and the common connection conductor PB together constitute the power unit side connection conductors, and the docking parts PBa of the common connection conductor PB constitute the docking parts of the power unit side connection conductors.

[0110] The overvoltage protector is a part in the power unit 1 that provides overvoltage protection for the intermediate DC circuit connected between the rectifier 12 and the inverter 13. Specifically, when the voltage of the intermediate DC circuit exceeds the specified overvoltage protection threshold, the overvoltage protector discharges the intermediate DC circuit for a specified time (e.g., 2 seconds), thereby protecting the intermediate DC circuit.

[0111] Considering the redundancy of overvoltage protection, at least two overvoltage protectors can be set. The at least two overvoltage protectors are redundant to each other and can work independently.

[0112] The overvoltage protector is mainly composed of a plurality of semiconductor switch modules.

[0113] In Figure 9 In an example shown, two overvoltage protectors 18 are provided. Each overvoltage protector 18 is set as an overvoltage protection bridge arm. The two overvoltage protection bridge arms are arranged in parallel, and the two overvoltage protection bridge arms are arranged in parallel with each arm of the inverter 13. In addition, the two overvoltage protectors 18 respectively have an external connection terminal OVT1, OVT2 for connecting a discharge resistor. The discharge resistor is used to assist the overvoltage protector 18 in discharging the intermediate DC circuit, thereby realizing the overvoltage protection function of the intermediate DC circuit. Among the two overvoltage protectors 18, only one of the external connection terminals OVT1 or OVT2 needs to be connected to the discharge resistor.

[0114] Of course, Figure 9 The circuit structure of the overvoltage protector 18 shown is just an example, and the overvoltage protector 18 can also be configured into other circuit structures.

[0115] Each semiconductor switch module of the at least two overvoltage protectors is the same as each semiconductor switch module of the inverter 13 and is installed on the other side surface in the X direction of the liquid-cooled substrate 11. In this regard, it can also be said that each semiconductor switch module of the at least two overvoltage protectors is arranged together with each semiconductor switch module of the inverter 13 on the other side surface in the X direction of the liquid-cooled substrate 11 within the plane defined by the Y direction and the Z direction. In addition, on the liquid-cooled substrate 11, each semiconductor switch module of the at least two overvoltage protectors is arranged at a position on the other side in the Z direction compared with each semiconductor switch module of the inverter 13.

[0116] As Figure 5 and Figure 7 shown, as the external connection conductors for connecting with the discharge resistor, the overvoltage protector includes external connection conductors 18OVT1, 18OVT2 led out to the outside of the end on the other side in the Y direction of the power unit frame 10.

[0117] The external connection conductors 18OVT1 and 18OVT2 are bent from the end on the other side in the Y direction of the power unit frame 10 towards one side in the X direction. And the external connection conductors 18OVT1 and 18OVT2 are arranged to extend in the X direction to the position closer to the end of the two ends of the power unit 1 on the side opposite to the filter unit 2. In addition, the external connection conductors 18OVT1 and 18OVT2 are arranged at intervals in the up-and-down direction in the Z direction. Furthermore, the above-mentioned external connection terminals OVT1 and OVT2 are formed at the ends on one side in the X direction of the external connection conductors 18OVT1 and 18OVT2 respectively. In addition, the external connection terminals OVT1 and OVT2 of the external connection conductors 18OVT1 and 18OVT2 are arranged near the end on the other side of the power unit frame 10 in the Z direction. Also, here, the external connection terminals OVT1 and OVT2 of the external connection conductors 18OVT1 and 18OVT2 are arranged at positions not blocked by other components, such as the push-pull handle 10H2, from one side in the X direction. Moreover, the external connection terminals OVT1 and OVT2 are arranged adjacent to each other in the Z direction.

[0118] In addition, the arms of each overvoltage protector are respectively connected to the inverter and the overvoltage protector connection conductor 13B and are connected in parallel with the filter arms of the filter unit 2.

[0119] In addition, the voltage sensor 19 is a part of the power unit 1 for providing voltage monitoring for the overvoltage protector of the party in use (the party providing overvoltage protection).

[0120] The voltage sensor 19 can use various structures capable of realizing its functions.

[0121] See Figure 9 , one terminal of the voltage sensor 19 is connected to the overvoltage protector 18 of the party in use, and the other terminal is connected to a neighboring point on the N row in the composite busbar constituting the inverter and the overvoltage protector connection conductor 13B.

[0122] As Figure 5 shown, the voltage sensor 19 is mounted on the power unit frame 10. Specifically, the voltage sensor 19 is fixed to the outer side surface on the other side in the Y direction of the power unit frame 10.

[0123] The gate drive board 14 for the rectifier is a board in the power unit 1 that drives the gates of the semiconductor switch modules of the rectifier 12 under the control of the controller.

[0124] The gate drive board 14 for the rectifier is arranged corresponding to each semiconductor switch module of the rectifier 12. As Figure 6As shown, the gate drive substrate 14 for the rectifier is mounted on the power unit frame 10 at a position on the side closer to the X direction than the rectifier 12.

[0125] The gate drive substrate 15 for the inverter is a substrate in the power unit 1 that drives the gates of the respective semiconductor switch modules of the inverter 13 under the control of the controller.

[0126] The gate drive substrate 15 for the inverter is provided corresponding to the respective semiconductor switch modules of the inverter 13. As Figure 6 shown, the gate drive substrate 15 for the inverter is mounted on the power unit frame 10 at a position on the other side closer to the X direction than the inverter 13.

[0127] The gate drive substrate for the overvoltage protector is a substrate in the power unit 1 that drives the gates of the semiconductor switch modules for overvoltage protection under the control of the controller.

[0128] The gate drive substrate for the overvoltage protector is provided corresponding to the semiconductor switch modules for overvoltage protection. In addition, the gate drive substrate for overvoltage protection is mounted on the power unit frame 10 at a position on the side closer to the X direction than the rectifier 12. In addition, the gate drive substrate for overvoltage protection and the gate drive substrate 14 for the rectifier are arranged in the Z direction.

[0129] The PWM substrate 16 for the rectifier performs PWM control on the rectification of the rectifier 12. As Figure 5 、 Figure 6 shown, it is mounted on the power unit frame 10 at a position on the side closer to the X direction than the gate drive substrate 14 for the rectifier and the gate drive substrate for the overvoltage protector.

[0130] The PWM substrate 17 for the inverter and the overvoltage protector performs PWM control on the inverter 13 and the overvoltage protector 18. As Figure 6 shown, the PWM substrate 17 for the inverter and the overvoltage protector is mounted on the power unit frame 10 at a position on the side closer to the X direction than the gate drive substrate 14 for the rectifier and the gate drive substrate for the overvoltage protector. In addition, as Figure 4 、 Figure 5 、 Figure 7 shown, the PWM substrate 17 for the inverter and the overvoltage protector and the PWM substrate 16 for the rectifier are respectively on one side and the other side in the Z direction, and the PWM substrate 17 for the inverter and the overvoltage protector and the PWM substrate 16 for the rectifier are arranged in the Z direction.

[0131] In this way, the power unit 1 is configured as an independent unit. The power unit 1 uses the rectifier 12 and the inverter 13 to complete the conversion operation of converting the alternating current from the upstream into a specified alternating current and outputting it to the downstream device. The rectifier 12 and the inverter 13 are clamped on both sides of a common liquid-cooled substrate 11 in the X direction and are cooled by the liquid-cooled substrate 11.

[0132] Next, the filter unit 2 will be described in detail.

[0133] The filter unit 2 is a part of the traction converter for performing filtering processing.

[0134] Figure 8 It is a perspective view showing the structure of the filter unit 2 of the traction converter for railway vehicles in the first embodiment of the present utility model.

[0135] As Figure 8 shown, the filter unit 2 mainly includes a filter unit frame 20 and filter elements 21.

[0136] The filter unit frame 20 is a frame-like component for supporting the filter elements 21.

[0137] The filter unit frame 20 includes multi-layer (three layers in the illustrated example) shelves 20X, 20Y, 20Z extending in the plane defined by the X direction and the Y direction. These shelves 20X, 20Y, 20Z are spaced apart in the Z direction and are used for placing the filter elements 21.

[0138] When the traction converter is installed and used in the converter cabinet of a railway vehicle, the shelves 20X, 20Y, 20Z of the filter unit frame 20 can be three-layer shelves directly fixed or welded inside the converter cabinet. For example, they can be three-layer shelves directly fixed or welded to the cabinet wall of the converter cabinet. On the other hand, the converter cabinet can be made to form three-layer shelves spaced apart by a specified interval in the Z direction inside, and these three-layer shelves can be used as the shelves 20X, 20Y, 20Z of the filter unit frame 20.

[0139] Optionally, the filter unit frame 20 can also be a structure in which the shelves 20X, 20Y, 20Z are fixed on columns extending in the Z direction. During use, the filter unit 2 is fixed in the converter cabinet by fixing the filter unit frame 20 to the inside of the converter cabinet.

[0140] The filter element 21 is a part of the filter unit 2 for performing filtering processing.

[0141] The filter element 21 can be composed of capacitors. In one example, the filter element 21 uses a plurality of capacitors (in Figure 8In the illustrated example, there are three), and multiple capacitors are respectively placed and mounted on the corresponding shelves 20X, 20Y, and 20Z of the filter unit frame 20.

[0142] As Figure 9 shown, the filter element 21 forms a filter bridge arm, and this filter bridge arm is respectively connected in parallel with each arm of the rectification circuit of the rectifier 12 of the power unit 1, each arm of the rectification circuit of the inverter 13, and each arm of the overvoltage protector 18. Note that in Figure 9 , although only one capacitance symbol equivalent to multiple filter elements 21 is drawn, actually multiple filter elements 21 can be provided. Of course, when the design requirements can be met, only one filter element 21 can also be provided.

[0143] As Figure 8 shown, as the connection conductor that connects the filter bridge arm formed by the filter element 21 in parallel with each arm of the rectification circuit of the rectifier 12 of the power unit 1 and each arm of the rectification circuit of the inverter 13 respectively, the filter unit 2 includes a filter unit side connection conductor 21B. In the present embodiment, as the filter unit side connection conductor 21B, a composite busbar is adopted.

[0144] The filter unit side connection conductor 21B includes a main body portion 21Bh, a connection portion 21Bc, multiple docking portions 21Ba, and multiple nuts 21N (see Figure 2 ). The main body portion 21Bh extends in the plane defined by the Y direction and the Z direction, and is respectively connected to multiple filter elements 21. The connection portion 21Bc bends from one end of the main body portion 21Bh on the Y - direction side to the X - direction side, and extends in the plane defined by the X direction and the Z direction. Multiple docking portions 21Ba bend from one end of the connection portion 21Bc on the X - direction side to the Y - direction side, and are arranged at intervals in the Z direction. Multiple docking portions 21Ba are respectively formed in a substantially plate - like shape extending in the plane defined by the Y direction and the Z direction, and the surface facing the X - direction side is formed as a substantially plane. Through - holes penetrating in the X direction are respectively formed on each docking portion 21Ba. The number of the docking portions 21Ba of the filter unit side connection conductor 21B and the docking portions PBa of the common connection conductor PB of the power unit 1 is corresponding. In addition, the docking portion 21Ba and the docking portion PBa are arranged at corresponding positions in the plane defined by the Y direction and the Z direction. Multiple nuts 21N are respectively fixed on the surfaces on the other side in the X direction of the corresponding docking portions 21Ba in such a way that their threaded holes communicate with the through - holes on the corresponding docking portions 21Ba. As the fixing method of the nut 21N and the docking portion 21Ba, methods such as press - riveting and welding can be adopted.

[0145] As described above, the filter unit 2 is formally constructed as an independent unit relative to the power unit 1. By placing the power unit 1 and the filter unit 2 close to each other and electrically connecting them, a complete traction converter is constructed using the power unit 1 and the filter unit 2.

[0146] Figure 10 1 is a schematic diagram showing the combination process of the power unit 1 and the filter unit 2 of the traction converter for railway vehicles in the first embodiment of the present invention. (A) shows the power unit 1 and the filter unit 2 before the combination, and (B) shows the power unit 1 and the filter unit 2 after the combination. The hollow arrows in the figure represent the moving direction of the power unit 1 during the combination process. Figure 10 In the figure, for easy understanding, only the part related to the combination process is shown.

[0147] In the combination process, first Figure 10 As shown in FIG. (A) in FIG. 2 , the filter unit 2 is installed at the target position. For example, when the multi-layer shelves formed in the converter cabinet are used as the shelves 20X, 20Y, and 20Z of the filter unit frame 20, the filter element 21 is first placed on the corresponding shelves 20X, 20Y, and 20Z in sequence and the filter element 21 is fixed to the shelves, and then the filter unit side connecting conductor 21B is installed on the filter element 21 in a manner that the docking surface of each docking portion 21Ba faces one side of the X direction, thereby installing the filter unit 2 at the target position.

[0148] Next, the power unit 1 is temporarily installed at a temporary installation position on the other side in the X direction relative to the filter unit 2 so that the butting surfaces of the butting portions PBa of the common connection conductor PB and the butting surfaces of the butting portions 21Ba of the filter unit-side connection conductor 21B face each other.

[0149] Then, if Figure 10 As shown by the hollow arrow in FIG. 1 , the power unit 1 is slid toward the other side in the X direction, that is, the side close to the filter unit 2, until Figure 10 As shown in FIG. 2(B) , the butting surfaces of the butting portions PBa of the common connection conductor PB and the butting surfaces of the butting portions 21Ba of the filter unit-side connection conductor 21B are in contact with each other.

[0150] Finally, the corresponding docking parts PBa and docking parts 21Ba are fastened to each other by bolts not shown in the figure, so that the two are reliably electrically connected. In addition, bolts not shown in the figure are passed through the through holes 10F1 on the base 10F of the power unit frame 10 and screwed into the threaded holes of the beams in the converter cabinet to fix the power unit 1 at the target position.

[0151] Thus, the combination of the power unit 1 and the filter unit 2 is completed.

[0152] During the disassembly process, just perform the operations opposite to those in the combination process.

[0153] [1-2] Technical effects

[0154] Hereinafter, the main technical effects that can be brought by the traction converter device for railway vehicles in the first embodiment based on the present utility model will be described.

[0155] According to the above embodiment, in the traction converter device for railway vehicles in this embodiment, since the power unit 1 and the filter unit 2 are connected in parallel with the rectification circuit of the rectifier 12 and the inversion circuit of the inverter 13 of the power unit 1 and the filter element 21 of the filter unit 2 by docking the docking portion PBa of the power unit side connection conductor and the docking portion 21Ba of the filter unit side connection conductor along the X direction, that is to say, the power unit 1 and the filter unit 2 are arranged together, so when installing on a railway vehicle, they can be installed in the same cabinet space of the converter cabinet, and the compact setting of the traction converter device on the railway vehicle can be realized. In this way, the traction converter device for railway vehicles will not compress the installation space of other equipment, and also reserves the installation space for the expansion equipment.

[0156] At the same time, in the traction converter device for railway vehicles, the power unit 1 responsible for power conversion and the filter unit 2 responsible for filtering processing are separately constituted, and both the power unit 1 and the filter unit 2 can be easily designed to have a longitudinal dimension smaller than the width of the working space beside the converter cabinet. Therefore, during maintenance, the power unit 1 and the filter unit 2 can be taken out of the converter cabinet one by one. Compared with the prior art, the maintainability of the high-frequency traction converter device can be greatly improved.

[0157] In addition, since the rectifier 12 and the inverter 13 in the power unit 1 share the same liquid-cooled substrate 11, the overall size and weight of the power unit can be further reduced, which is more conducive to realizing the compactness and easy maintainability of the traction converter device for railway vehicles. When applied to railway vehicles, the axle weight can be reduced, and even passenger trains can be installed.

[0158] In addition, since the inverter 13 in the power unit 1 is arranged on the other side of the liquid-cooled substrate 11 in the X direction, that is, all the semiconductor switch modules (such as IGBTs, etc.) of each phase (such as U phase, V phase, W phase) of the inverter 13 are arranged on the same side of the liquid-cooled substrate 11, it is easy to make the semiconductor switch modules of each phase of the inverter 13 be cooled by the liquid-cooled substrate 11 to an approximately equal degree, reduce the difference in the bottom surface temperature of the semiconductor switch modules of each phase of the inverter 13, and make the service life of the semiconductor switch modules of each phase of the inverter 13 as uniform as possible.

[0159] <2> Second embodiment

[0160] In the traction converter device for railway vehicles in the second embodiment, a braking chopper is used in the power unit 1 instead of the overvoltage protector in the first embodiment. This braking chopper is used to limit the voltage of the intermediate DC link connected between the rectifier 12 and the inverter 13. More specifically, the braking chopper is connected to a braking resistor outside the traction converter device, and cooperates with the braking resistor to control the voltage of the intermediate DC link below a certain level.

[0161] The installation position of the braking chopper in the power unit 1 is the same as the installation position of the overvoltage protector in the first embodiment. That is to say, the braking chopper is installed on the same side as the inverter 13 on the liquid-cooled substrate 11 and is cooled by the liquid-cooled substrate 11.

[0162] The external connection conductor of the braking chopper is arranged in the same way as the external connection conductor of the overvoltage protector in the first embodiment, that is, it bends from the end on the other side in the Y direction of the power unit frame 10 to the side in the X direction and extends along the X direction to the position closer to the end on the side opposite to the filter unit 2 among the two end parts of the power unit 1. And, an external connection terminal for connecting the braking resistor is formed at the end on the side in the X direction of the external connection conductor of the braking chopper, and this external connection terminal is arranged near the end on the other side of the power unit frame 10 in the Z direction and is not blocked by other components from the side in the X direction.

[0163] The bridge arm of the braking chopper is connected in parallel with the filter bridge arm of the filter unit 2 by using a connection conductor for the inverter and the braking chopper equivalent to the connection conductor 13B for the inverter and the overvoltage protector in the first embodiment. The connection conductor for the inverter and the braking chopper can be arranged in the same way as the connection conductor 13B for the inverter and the overvoltage protector.

[0164] In this case, the rectifier connection conductor 12B, the connection conductor for the inverter and the braking chopper, and the common connection conductor PB together constitute the power unit side connection conductor.

[0165] In addition, in the second embodiment, an inverter and braking chopper PWM substrate is provided in the power unit 1 instead of the inverter and overvoltage protector PWM substrate 17 in the first embodiment. The inverter and braking chopper PWM substrate can be arranged in the same way as the inverter and overvoltage protector PWM substrate in the first embodiment.

[0166] Except for this, the second embodiment is the same as the first embodiment, so the description is omitted.

[0167] <3> Third Embodiment

[0168] [3-1] Overall Structure

[0169] Hereinafter, the overall structure of the railway vehicle in the third embodiment of the present utility model will be described.

[0170] In the railway vehicle of this embodiment, a traction converter device for railway vehicles of the first or second embodiment is provided in at least one converter cabinet, and the rest can adopt the existing structure.

[0171] Figure 12 It is a schematic diagram showing the internal layout of the railway vehicle in this embodiment, and it is a view of the internal layout of the railway vehicle observed from above the railway vehicle.

[0172] As Figure 12 shown, in the railway vehicle of this embodiment, for example, a microcomputer cabinet EL1, a multifunctional cabinet EL2, a traction fan EL3, a tool cabinet EL4, a cooling tower EL5, a converter cabinet EL6, a toilet EL7, a ventilation cabinet EL8, an air source module EL9, and a low-voltage cabinet EL10 are provided on one side of the aisle P, and a control battery EL11, an air source module EL12, a line-side cabinet EL13, an oil storage cabinet EL14, a converter cabinet EL15, a cooling tower EL16, a battery cabinet EL17, a traction fan EL18, a brake cabinet EL19, and a three-way cabinet EL20 are provided on the other side of the aisle P.

[0173] Figure 13 It is a schematic diagram showing the converter cabinet of the railway vehicle in the third embodiment. In Figure 13 , the converter cabinets EL6 and EL15 are represented as "ELx", and the closed solid line frame on the opposite side of the converter cabinet across the aisle P represents the equipment opposed to the converter cabinet ELx.

[0174] As Figure 13 shown, a plurality of cabinet space S1, S2, S3... (hereinafter simply referred to as "cabinet space S") are formed in the converter cabinet ELx. The cabinet space S is a cylindrical shape having an opening So on one side in the width direction of the railway vehicle and a bottom Sm on the other side.

[0175] In the converter cabinet ELx, the above-mentioned traction converter device C for railway vehicles is installed.

[0176] Specifically, the traction converter device C for railway vehicles is accommodated in the same cabinet space S in such a manner that the filtering unit 2 is located on the side of the bottom Sm in the width direction of the railway vehicle and the power unit 1 is located on the side of the opening So in the width direction of the railway vehicle.

[0177] When installing the traction converter device C for railway vehicles in the cabinet space S of the converter cabinet ELx, first, the operator entering the aisle P of the railway vehicle places the filter unit 2 of the traction converter device C for railway vehicles into the cabinet space S from the side of the opening So of the cabinet space S with the mating surface of the mating portion 21Ba of the conductor 21B on the filter unit side facing the opening So of the cabinet space S and fixes it. Then, the operator places the power unit 1 of the traction converter device C for railway vehicles into the cabinet space S from the side of the opening So of the cabinet space S with the mating surface of the mating portion PBa of the conductor on the power unit side facing the mating surface of the mating portion 21Ba of the filter unit side conductor 21B of the filter unit 2, and then pushes the power unit 1 into the cabinet space S in the width direction of the railway vehicle until the mating surface of the mating portion PBa of the power unit side conductor contacts the mating surface of the mating portion 21Ba of the filter unit side conductor 21B. After that, the mating portion PBa of the power unit side conductor and the mating portion 21Ba of the filter unit side conductor 21B are fastened to each other with fixing bolts (not shown in the figure) to enable reliable electrical connection between the two, and the power unit 1 is fixed at the target position by screwing the fixing bolts through the respective through holes 10F1 on the base 10F of the power unit frame 10 into the threaded holes of the cross beam in the converter cabinet ELx. Thus, the installation of the entire traction converter device C for railway vehicles into the cabinet space S is completed.

[0178] When disassembling the traction converter device C for railway vehicles from the cabinet space S of the converter cabinet ELx, just perform the reverse operations in the reverse order of the above installation.

[0179] [3-2] Technical effects

[0180] Hereinafter, the main technical effects of the railway vehicle based on the second embodiment will be described.

[0181] Based on the above railway vehicle, in addition to the above effects same as those of the traction converter device for railway vehicles in the first embodiment, the following technical effects can also be achieved.

[0182] Since the traction converter device for railway vehicles only occupies one cabinet space of the converter cabinet, it is possible to save the cabinet space for other expansion devices.

[0183] Moreover, since the filter unit 2 with a relatively low maintenance frequency is installed on the bottom Sm side of the cabinet space S, and the power unit 1 with a relatively high maintenance frequency is installed on the opening So side of the cabinet space S, the maintainability of the entire railway vehicle is improved.

[0184] <4> Others

[0185] The above describes various embodiments of the present utility model. However, these embodiments are provided for easy understanding of the present utility model, and the protection scope of the present utility model is not limited to these embodiments. Those skilled in the art can make various modifications to these embodiments without departing from the technical idea of the present utility model. Hereinafter, examples of these modifications will be given.

[0186] (1) In the above embodiment, the power unit 1 includes a common liquid-cooled substrate 11. However, the present utility model is not limited thereto. For example, it may also be that the power unit 1 includes two liquid-cooled substrates 11, and one of the liquid-cooled substrates 11 is used to cool the rectifier 12, and the other liquid-cooled substrate 11 is used to cool the inverter 13 and the overvoltage protector. Or, it may also be that the power unit 1 includes two liquid-cooled substrates 11, and one of the liquid-cooled substrates 11 is used to cool the rectifier 12 and the overvoltage protector, and the other liquid-cooled substrate 11 is used to cool the inverter 13. Or, it may also be that the power unit 1 includes two liquid-cooled substrates 11, and one of the liquid-cooled substrates 11 is used to cool the rectifier 12 and a part of the overvoltage protector, and the other liquid-cooled substrate 11 is used to cool the inverter 13 and another part of the overvoltage protector.

[0187] (2) In the above embodiment, the rectifier 12 is provided on one side of the liquid-cooled substrate 11, and the inverter 13 and all the overvoltage protectors are provided on the other side of the same liquid-cooled substrate 11. However, the present utility model is not limited thereto. For example, it may also be that the rectifier 12 and all the overvoltage protectors are provided on one side of the liquid-cooled substrate 11, and the inverter 13 is provided on the other side of the same liquid-cooled substrate 11. Or, it may also be that the rectifier 12 and a part of the overvoltage protectors are provided on one side of the liquid-cooled substrate 11, and the inverter 13 and another part of the overvoltage protectors are provided on the other side of the same liquid-cooled substrate 11.

[0188] (3) In the above embodiments, all semiconductor switch modules of the rectifier 12 are provided on one side of the liquid-cooled substrate 11, and all semiconductor switch modules of the inverter 13 and all semiconductor switch modules of all overvoltage protectors are provided on the other side of the same liquid-cooled substrate 11. However, the present utility model is not limited thereto. For example, it may also be that: a part of the semiconductor switch modules of the rectifier 12 are provided on one side of the liquid-cooled substrate 11, and another part of the semiconductor switch modules of the rectifier 12, all semiconductor switch modules of the inverter 13, and all semiconductor switch modules of all overvoltage protectors are provided on the other side of the same liquid-cooled substrate 11. Or, it may also be that: all semiconductor switch modules of the rectifier 12 and a part of the semiconductor switch modules of the inverter 13 are provided on one side of the liquid-cooled substrate 11, and another part of the semiconductor switch modules of the inverter 13 and all semiconductor switch modules of all overvoltage protectors are provided on the other side of the same liquid-cooled substrate 11. Or, it may also be that: all semiconductor switch modules of the rectifier 12, a part of the semiconductor switch modules of the inverter 13, and all semiconductor switch modules of all overvoltage protectors are provided on one side of the liquid-cooled substrate 11, and another part of the semiconductor switch modules of the inverter 13 are provided on the other side of the same liquid-cooled substrate 11.

[0189] (4) In the above embodiments, the rectifier 12 is provided on one side of the liquid-cooled substrate 11, and the inverter 13 and all overvoltage protectors are provided on the other side of the same liquid-cooled substrate 11. However, the present utility model is not limited thereto. For example, it may also be that: the inverter 13 and all overvoltage protectors are provided on one side of the liquid-cooled substrate 11, and the rectifier 12 is provided on the other side of the same liquid-cooled substrate 11. Or, it may also be that: the inverter 13 is provided on one side of the liquid-cooled substrate 11, and the rectifier 12 and all overvoltage protectors are provided on the other side of the same liquid-cooled substrate 11.

[0190] (5) In the above embodiment, in the Y direction, the docking portion PBa of the power unit side connection conductor and the docking portion 21Ba of the filter unit side connection conductor are located on one side of the power unit 1, and the AC input terminals U1, U2, V1, V2 and the AC output terminals U, V, W are located on the other side of the power unit 1. However, the present invention is not limited thereto. For example, it may also be that the docking portion PBa of the power unit side connection conductor and the docking portion 21Ba of the filter unit side connection conductor are located on the other side of the power unit 1, and the AC input terminals U1, U2, V1, V2 and the AC output terminals U, V, W are located on one side of the power unit 1. Or, it may also be that the docking portion PBa of the power unit side connection conductor and the docking portion 21Ba of the filter unit side connection conductor are located on one side of the power unit 1, and a part of the AC input terminals U1, U2, V1, V2 and the AC output terminals U, V, W is also located on one side of the power unit 1, and the other part of the AC input terminals U1, U2, V1, V2 and the AC output terminals U, V, W is located on the other side of the power unit 1.

[0191] (5) In the above embodiment, in the Y direction, the docking portion PBa of the power unit side connection conductor and the docking portion 21Ba of the filter unit side connection conductor are on opposite sides of the AC input terminals U1, U2, V1, V2 and the AC output terminals U, V, W. However, the present invention is not limited thereto, and they may also be all located on the same side in the Y direction.

[0192] (6) In the above embodiment, in the Y direction, the docking portion PBa of the power unit side connection conductor and the docking portion 21Ba of the filter unit side connection conductor are located on one side of the power unit 1, and the AC input terminals U1, U2, V1, V2 and the AC output terminals U, V, W are located on the other side of the power unit 1. However, the present invention is not limited thereto. For example, they may also be provided on one side and / or the other side in the Z direction. Or, a part of them may be located on one side and / or the other side in the Y direction, and the other part may be located on one side and / or the other side in the Z direction.

[0193] (7) In the above first embodiment, the inverter 13 and the overvoltage protector 18 share the connection conductor for the inverter and the overvoltage protector and the PWM board for the inverter and the overvoltage protector, but they may also be provided with their respective connection conductors and PWM boards separately.

[0194] In addition, in the above second embodiment, the inverter 13 and the braking chopper share the connection conductor for the inverter and the braking chopper and the PWM board for the inverter and the braking chopper, but they may also be provided with their respective connection conductors and PWM boards separately.

[0195] (8)In the above-described embodiments, each connecting conductor is formed of a composite busbar, but the present invention is not limited thereto, and other conductors other than the composite busbar may also be used.

[0196] (9)The focus of the present invention is not on the specific circuit structure. For the rectifier 12, the inverter 13, the overvoltage protector 18, the voltage sensor 19, and the filter unit 2, as long as the circuit structure can achieve their respective functions, it is considered that it can be used in the present invention.

Claims

1. A traction converter device for railway vehicles, which is used to convert the power from the upstream in the traction power supply system of railway vehicles and output it to downstream equipment. It is characterized in that Comprising: A power unit including a rectifier and an inverter connected via an intermediate DC link. The rectifier converts alternating current from the upstream into direct current, and the inverter converts the direct current from the rectifier into alternating current and supplies the converted alternating current to the downstream device. And A filtering unit, which is formed separately from the power unit and includes filtering elements connected in parallel with the rectifying circuit of the rectifier and the inverting circuit of the inverter respectively. The power unit and the filtering unit are arranged in a first direction. The power unit includes power unit side connection conductors led out from the rectifier and the inverter and electrically connected to the filtering unit by docking parts. The filtering unit includes filtering unit side connection conductors led out from the filtering elements and electrically connected to the power unit by docking parts. The power unit and the filtering unit connect the rectifying circuit of the rectifier and the inverting circuit of the inverter in parallel with the filtering elements by docking the docking parts of the power unit side connection conductors with the docking parts of the filtering unit side connection conductors in the first direction.

2. The traction converter device for railway vehicles according to claim 1, wherein The docking part of the power unit side connection conductor is arranged at a position more outward than the inverter and the rectifier in a second direction intersecting with the first direction. The docking part of the filtering unit side connection conductor is arranged at a position corresponding to the docking part of the power unit side connection conductor in the second direction.

3. The traction converter device for railway vehicles according to claim 1, wherein Both the power unit side connection conductor and the filtering unit side connection conductor use composite busbars.

4. The traction converter device for railway vehicles according to claim 1, wherein The rectifier has an input terminal for accessing alternating current from the upstream. The inverter has an output terminal for connecting to the downstream device. The input terminal and the output terminal are arranged at positions at both ends of the power unit in the first direction, closer to the end on the side opposite to the filtering unit.

5. The traction converter device for railway vehicles according to claim 4, wherein In a second direction intersecting with the first direction, the docking part of the power unit side connection conductor and the docking part of the filtering unit side connection conductor are located on one side of the power unit, and the input terminal and the output terminal are located on the other side of the power unit.

6. The traction converter device for railway vehicles according to claim 1, wherein The power unit includes a common cooler for cooling the rectifier and the inverter.

7. The traction converter device for railway vehicles according to claim 6, wherein The rectifier is arranged on one side of the common cooler in the first direction. The inverter is arranged on the other side of the common cooler in the first direction.

8. The traction converter device for railway vehicles according to claim 7, wherein The rectifier is disposed on the side of the common cooler opposite to the filter unit in the first direction. The inverter is disposed on the filter unit side of the common cooler in the first direction.

9. The traction converter device for railway vehicles according to claim 6, wherein The common cooler has a cooling medium inlet and a cooling medium outlet. The cooling medium inlet and the cooling medium outlet are disposed on the side of the power unit opposite to the filter unit in the first direction.

10. The traction converter device for railway vehicles according to claim 7, wherein The power unit includes at least two overvoltage protectors for overvoltage protection of the intermediate DC link, and the at least two overvoltage protectors are redundant to each other. The at least two overvoltage protectors are disposed on the same side of the common cooler as the inverter and are cooled by the common cooler.

11. The traction converter device for railway vehicles according to claim 10, wherein The overvoltage protector has an external connection terminal for connecting a discharge resistor. The external connection terminal is disposed at a position closer to the end on the side opposite to the filter unit among the two end portions of the power unit in the first direction.

12. The traction converter device for railway vehicles according to claim 7, wherein The power unit includes a braking chopper for limiting the voltage of the intermediate DC link. The braking chopper is disposed on the same side of the common cooler as the inverter and is cooled by the common cooler.

13. The traction converter device for railway vehicles according to claim 12, wherein The braking chopper has an external connection terminal for connecting a braking resistor. The external connection terminal is disposed at a position closer to the end on the side opposite to the filter unit among the two end portions of the power unit in the first direction.

14. A railway vehicle, characterized in that, Comprising: A converter cabinet formed with a plurality of cabinet spaces; and The traction converter device for railway vehicles according to any one of claims 1 to 13, which is integrally accommodated in one of the plurality of cabinet spaces.

15. The railway vehicle according to claim 14, wherein The cabinet space is formed in a cylindrical shape having a bottom on one side in the width direction of the railway vehicle and an opening on the other side in the width direction. The traction converter device for railway vehicles is accommodated in the one cabinet space in such a manner that the filter unit is located on the bottom side in the width direction and the power unit is located on the opening side in the width direction.

Images