ELECTRIC POWER CONVERTER DEVICE FOR VEHICLE

Abstract

A power converter (1) comprises a housing (10), an engagement element, and a guide. The housing (10) accommodates a power converter circuit. The engagement element is fixed to the housing (10). The guide can be mounted under the floor of a rail vehicle body to extend in the width of the vehicle body. The guide has a shape that can engage with the engagement element and supports the engagement element to allow movement of the engagement element in the width direction.

Description

Technical field

[0001] The present disclosure relates to a vehicle power converter. Technological background

[0002] A drive control device, suitable for installation in a rail vehicle, comprises electronic circuits such as a power converter circuit, a control circuit for the power converter circuit, a contactor, a detector, and a discharge circuit. These electronic circuits are housed in a casing. The casing of the drive control device has sufficient volume to accommodate the various electronic circuits described above and is robust enough to withstand the vibrations of a moving rail vehicle. It is also large and heavy. Therefore, to install such a large and heavy drive control device in a rail vehicle, mounting brackets attached to the casing are mounted beneath the vehicle body.Patent literature 1 describes an example of such a drive control device. In patent literature 1, hanging parts, fixed to the housing of an underbody device, are attached under the floor of a vehicle body using fastening devices. Citation listPatent literature

[0003] Patent literature 1: Unexamined Japanese patent application with publication number 2014-15060 Summary of the inventionTechnical problem

[0004] To attach the underbody device described in patent reference 1 to the vehicle body, the underbody device is first positioned directly beneath the vehicle body and lifted vertically upwards. Then, the hanging parts, which are fixed to the housing of the underbody device, are attached to the vehicle body. To remove the underbody device described in patent reference 1 from the vehicle body, the hanging parts are detached from the vehicle body while the underbody device is supported directly from below, and then the device is moved vertically downwards.

[0005] A vehicle power converter designed for installation in a rail vehicle is large and heavy, as described above, and requires a transport trolley to lift, support, and carry it. However, the trolley cannot be positioned directly under the vehicle body from the side of the rail vehicle because the vehicle is on rails. This necessitates the use of removable rails to allow the trolley to pass and an inspection facility, such as an inspection pit with space to position the trolley directly beneath the rail vehicle. Therefore, the process of installing or removing the vehicle power converter is complex.

[0006] Under such circumstances, it is an objective of the present disclosure to provide a vehicle power converter that can be easily attached to and removed from a vehicle body. Solution to the problem

[0007] To achieve the above objective, a vehicle power converter according to one aspect of the present disclosure is installable in a rail vehicle and comprises a housing, an engagement element, and a guide. The housing accommodates a power converter circuit. The engagement element is fixed to the housing. The guide can be mounted under the floor of a vehicle body of the rail vehicle to extend in a lateral direction of the vehicle body. The guide has a shape that can engage with the engagement element and supports the engagement element to allow movement of the engagement element in the lateral direction. Advantageous effects of the invention

[0008] The vehicle power converter according to the above aspect of the present disclosure comprises the engagement element, which is fixed to the housing, and the guide, which can be attached under the floor of the vehicle body of the rail vehicle to extend in the width direction of the vehicle body. The guide supports the engagement element, which is fixed to the housing, to allow movement of the engagement element in the width direction. The vehicle power converter is thus easily attached to and removed from the vehicle body. Brief description of the drawings Fig. Figure 1 shows a circuit diagram illustrating a drive control device in one embodiment; Fig. Figure 2 illustrates a rail vehicle equipped with a vehicle power converter according to the embodiment; Fig. Figure 3 illustrates a rail vehicle equipped with the vehicle power converter according to the embodiment; Fig. Figure 4 shows a perspective view of the vehicle power converter according to the embodiment; Fig. Figure 5 illustrates a movement of a housing of the vehicle power converter according to the embodiment; Fig. Figure 6 illustrates a movement of the housing of the vehicle power converter according to the embodiment; Fig. Figure 7 illustrates a rail vehicle equipped with a vehicle power converter according to a first modification of the embodiment; Fig. Figure 8 shows a perspective view of the vehicle power converter according to the first modification of the embodiment; Fig. Figure 9 shows a perspective view of a vehicle power converter according to a second modification of the embodiment; Fig. 10 represents a perspective view of a vehicle power converter according to a third modification of the embodiment; Fig. Figure 11 illustrates a movement of a housing of the vehicle power converter according to the third modification of the embodiment; Fig. 12 represents a perspective view of a vehicle power converter according to a fourth modification of the embodiment; Fig. Figure 13 shows a cross-sectional view of a vehicle power converter according to a fifth modification of the embodiment; and Fig. Figure 14 shows a cross-sectional view of a vehicle power converter according to a sixth modification of the embodiment. Description of embodiments

[0009] An electronic device according to one or more embodiments of the present disclosure will be described in detail below with reference to the drawings. Components that are identical or corresponding to one another are identified in the drawings by the same reference numeral.

[0010] An exemplary electronic device that can be installed in a rail vehicle is a drive control device that can be installed in a rail vehicle to convert direct current (DC) power supplied by a DC power supply into alternating current (AC) power to be supplied to a load, and to supply the resulting AC power to an electric motor. A drive control device 100, which is installed in Fig. As illustrated in Figure 1, the device can be installed in a rail vehicle powered by direct current. The drive control device 100 converts an input DC power into AC power, which is to be supplied to an electric motor 91, and supplies the resulting AC power to the electric motor 91. The electric motor 91 is, for example, a three-phase induction motor that generates a drive for the rail vehicle.

[0011] The drive control device 100 comprises a terminal 100a, which is connected to a power supply, or more specifically to a current collector, and a terminal 100b, which is grounded. The current collector receives power from a substation via a power line. The current collector is, for example, a pantograph or scissor current collector, or a current collector shoe, and the power line is an overhead line or a third rail.

[0012] The drive control device 100 further comprises a power converter circuit 51, which converts direct current (DC) power supplied by the power supply into alternating current (AC) power, and a control circuit 52, which controls switching elements in the power converter circuit 51. The power converter circuit 51 and the control circuit 52 are collectively referred to as the power converter 1.

[0013] The drive control device 100 further comprises a contactor MC1 with one end connected to terminal 100a, a filter choke FL1 with one end connected to the contactor MC1, a first switch SW11 with one end connected to the other end of the filter choke FL1, and with the other end connected to the power converter circuit 51. The drive control device 100 further comprises a charging resistor R11 connected in parallel with the first switch SW11, a filter capacitor FC1 connected between primary terminals of the power converter circuit 51, or more specifically, between terminals near the power supply, and a discharge circuit 53 connected in parallel with the filter capacitor FC1. The discharge circuit 53 comprises a second switch SW12 and a discharge resistor R12 connected in series.

[0014] The contactor MC1 is located between the power converter circuit 51 and the power source to open and close an electrical path. The contactor MC1 is a DC electromagnetic contactor that is switched on or off by a contactor control device, which is not illustrated. When switched on, the contactor MC1 electrically connects terminal 100a to the filter choke coil FL1. The power converter circuit 51 is thus electrically connected to the power source. When switched off, the contactor MC1 electrically disconnects terminal 100a from the filter choke coil FL1. The power converter circuit 51 is thus electrically disconnected from the power source.

[0015] The filter choke FL1 and the filter capacitor FC1 together function as an inductor-capacitor (LC) filter to reduce harmonic components generated by switching the power converter circuit 51. The filter choke FL1 also reduces, for example, ripple voltage in an output from electronic components that include a rectifier in the substation.

[0016] The first switch, SW11, is switched on or off by a switching control device, which is not illustrated. When contactor MC1 is switched on, with the first switch SW11 being switched on, a current flows from terminal 100a through contactor MC1, filter choke FL1, and the first switch SW11 to power converter circuit 51 and filter capacitor FC1. When contactor MC1 is switched on, with the first switch SW11 being off, a current flows from terminal 100a through contactor MC1, filter choke FL1, and charging resistor R11 to power converter circuit 51 and filter capacitor FC1. The first switch SW11 is, for example, a thyristor.

[0017] The charging resistor R11 suppresses the probability of an inrush current flowing through the power converter circuit 51 at the start of operation of the drive control device 100. The resistance value of the charging resistor R11 is set to suppress the probability of an inrush current flowing through the power converter circuit 51.

[0018] The filter capacitor FC1 is located between the primary terminals of the power converter circuit 51 and is charged with the DC power supplied by the power source.

[0019] The power converter circuit 51 converts the DC power supplied by the filter capacitor FC1 into three-phase AC power and outputs the three-phase AC power to the electric motor 91. The voltage and frequency of the three-phase AC power output by the power converter circuit 51 are adjustable. The power converter circuit 51 comprises several switching elements, such as insulated-gate bipolar transistors (IGBTs), and converts the DC power into three-phase AC power by switching the IGBTs.

[0020] Upon receiving an operating command instructing the drive control device 100 to operate or stop, the control circuit 52 generates control signals for controlling the switching elements comprised of the power converter circuit 51, in accordance with the operating command, and transmits the control signals to the switching elements comprised of the power converter circuit 51, or more specifically, to the gate terminals of the IGBTs. The control circuit 52 is, for example, a gate driver board.

[0021] The second switch SW12 in the discharge circuit 53 is controlled by the switching control unit. When the second switch SW12 is open, with contactor MC1 off, the discharge resistor R12 is electrically connected to the filter capacitor FC1 for discharging. When the second switch SW12 is open, the discharge resistor R12 is electrically disconnected from the filter capacitor FC1.

[0022] Of the components of the drive control device 100 described above, the power converter 1 is housed in a separate enclosure from the enclosure containing the other components. More specifically, this means that in addition to the power converter circuit 51 and the [unclear text] Fig. Figure 1 illustrated the control circuit 52 of the power converter 1, as shown in the Fig. 2 and Fig. Figure 3 illustrates a housing 10 that accommodates the power converter circuit 51 and the control circuit 52, and a cooling device 11 that is attached to the housing 10 and thermally connected to the power converter circuit 51 and the control circuit 52. The housing 10 is mounted under the floor of a vehicle body 101 of a rail vehicle. In the Fig. 2 and Fig. Figure 3 shows the X-axis as the width direction of the vehicle body 101, and the Y-axis as the direction of travel of the rail vehicle. The X-axis, the Y-axis, and the Z-axis are perpendicular to each other. The Z-axis indicates the vertical direction when the rail vehicle is located horizontally. The same applies to subsequent figures.

[0023] The housing 10 is made of a material that is sufficiently rigid to withstand deformation caused by vibrations generated by the moving rail vehicle. The housing 10 could preferably be made of a thermally highly conductive material, for example, a metal. A housing 10 made of a thermally highly conductive material can transfer heat from the electronic components of the power converter circuit 51 and the control circuit 52, which are housed in the housing 10, to air outside the housing 10 for cooling purposes. The housing 10 is, for example, made of aluminum.

[0024] The housing 10 can preferably be waterproof and dustproof. This prevents, for example, dust and water from entering the housing 10. Thus, it is less likely that the power converter circuit 51 and the control circuit 52, which are housed in the housing 10, will come into contact with, for example, dust and water.

[0025] The cooling device 11 comprises, for example, a heat pipe, fins, and a cover that protects the heat pipe and fins. The cooling device 11 dissipates heat transferred from the power converter circuit 51 and the control circuit 52 to the ambient air. The power converter circuit 51 and the control circuit 52 are thus cooled.

[0026] The power converter 1 further comprises elements for the removable attachment of the housing 10 to the vehicle body 101. More specifically, this means that, as in the Fig. Figures 2 to 4 illustrate that the power converter 1 comprises a pair of columns 21a and 21b which are fixed to the housing 10 to serve as engagement elements, and a pair of guide rails 31a and 31b which can be attached under the floor of the vehicle body 101 to extend in the width direction of the vehicle body 101, or more specifically in the X-axis direction, to serve as guides.

[0027] The drive control device 100 weighs approximately 500 kg. The total weight of the power converter 1, which is part of the drive control device 100, is, for example, approximately 150 kg. Thus, the guides, or more specifically, the guide rails 31a and 31b, which can be mounted under the floor of the vehicle body 101, could have the rigidity and structure to withstand a weight greater than the total weight of the power converter 1, which could be, for example, 200 kg.

[0028] Columns 21a and 21b extend in the X-axis direction and have a T-shaped cross-section perpendicular to the X-axis direction. Columns 21a and 21b are made of a material sufficiently rigid to withstand deformation from the vibration generated by the moving rail vehicle, for example, a metal. In one example, columns 21a and 21b are formed from aluminum by extrusion. Columns 21a and 21b each have a flat plate section extending in both the X- and Y-axis directions, and a flat plate section extending in both the X- and Z-axis directions. The thickness of the plate section is determined by the thickness of the plate section.The thickness in the Z-axis direction of the flat plate section extending in the X-axis and Y-axis directions, and the thickness in the Y-axis direction of the flat plate section extending in the X-axis and Z-axis directions, are each, for example, 15 to 20 mm inclusive.

[0029] The engagement elements are each fixed to a vertically upward-facing surface of the housing 10 and / or surfaces of the housing 10 that intersect with the direction of travel of the rail vehicle. In this embodiment, the column 21a is fixed to the vertically upward-facing surface of the housing 10, or more specifically to a surface 10a that faces in the positive Z-axis direction, and to a surface that intersects with the direction of travel of the rail vehicle, or more specifically to a surface 10b that faces in the negative Y-axis direction.In this embodiment, the column 21a is fixed to the housing 10, wherein one of the surfaces of the column 21a, which is directed in the negative Z-axis direction, is in contact with the surface 10a of the housing 10, and wherein the surface of the flat plate section of the column 21a, which extends in the X-axis and Z-axis directions and is directed in the positive Y-axis direction, is in contact with the surface 10b of the housing 10.

[0030] The column 21b is fixed to surface 10a, which faces in the positive Z-axis direction, and to a surface that intersects with the direction of travel of the rail vehicle, or more specifically to surface 10c, which faces in the positive Y-axis direction. In this embodiment, the column 21b is fixed to the housing 10, wherein one of the surfaces of the column 21b, which faces in the negative Z-axis direction, is in contact with surface 10a of the housing 10, and wherein the surface of the flat plate section of the column 21b, which extends in the X-axis and Z-axis directions and faces in the negative Y-axis direction, is in contact with surface 10c of the housing 10.

[0031] Columns 21a and 21b are sufficiently firmly fixed to the housing 10 to maintain their position relative to the housing 10 during vibrations caused by the moving rail vehicle. Columns 21a and 21b are fixed to the housing 10, for example, by fastening them with a fixing device, by welding, or by soldering.

[0032] The other surface of each of the columns 21a and 21b, which faces in the negative Z-axis direction, engages with the guide rail 31a or 31b. More specifically, this means that the other surface of each of the columns 21a and 21b, which faces in the negative Z-axis direction, is in surface contact with the surface of the guide rail 31a or 31b, which faces in the positive Z-axis direction, and is supported or carried by the guide rail 31a or 31b.

[0033] The guide rails 31a and 31b are made of a material sufficiently rigid to withstand deformation caused by vibrations from the moving rail vehicle, for example, a metal material. In one example, the guide rails 31a and 31b are made of aluminum by a processing method such as extrusion or bending. The guide rails 31a and 31b are formed by bending a flat plate with a thickness of, for example, 15 to 20 mm.

[0034] One end of guide rail 31a, which is closer to the vehicle body 101, is fixed to the vehicle body 101. One end of guide rail 31b, which is also closer to the vehicle body 101, is fixed to the vehicle body 101. The ends of guide rails 31a and 31b that are closer to the vehicle body 101 are fixed to the vehicle body 101 with sufficient force to maintain the positional relationship of the guide rails 31a and 31b relative to the vehicle body 101 during the vibration generated by the moving rail vehicle. The guide rails 31a and 31b are fixed to the vehicle body 101 by a fixing method, such as fastening with a fixing device, by welding, or by brazing.

[0035] The other end of the guide rail 31a, which is located further away from the vehicle body 101, is positioned away from the vehicle body 101 and supports the column 21a. More specifically, this means that the surface of the other end of the guide rail 31a, which faces in the positive Z-axis direction, is in surface contact with a surface of the column 21a and supports the column 21a to allow movement of the column 21a in the X-axis direction. The other end of the guide rail 31b, which is located further away from the vehicle body 101, supports the column 21b. More specifically, this means that the surface of the other end of the guide rail 31b, which faces in the positive Z-axis direction, is in surface contact with a surface of the column 21b and supports the column 21b to allow movement of the column 21b in the X-axis direction.

[0036] In this embodiment, the guide rail 31a comprises a flat plate section extending in the X-axis and Z-axis directions, and two flat plate sections extending in the X-axis and Y-axis directions, located opposite each other, with the flat plate section extending in the X-axis and Z-axis directions being situated between the two flat plate sections. Of the two flat plate sections of the guide rail 31a extending in the X-axis and Y-axis directions, one is fixed to the vehicle body 101, and the other is located remotely from the vehicle body 101 and supports the column 21a, which is situated between the vehicle body 101 and the other flat plate section, to allow movement of the column 21a in the X-axis direction.

[0037] The guide rail 31b comprises a flat plate section extending in the X-axis and Z-axis directions and two flat plate sections extending in the X-axis and Y-axis directions, located opposite each other, with the flat plate section extending in the X-axis and Z-axis directions situated between the two flat plate sections. Of the two flat plate sections in the guide rail 31b extending in the X-axis and Y-axis directions, one is fixed to the vehicle body 101, and the other is located remotely from the vehicle body 101 and supports the column 21b, which is situated between the vehicle body 101 and the other flat plate section, to allow movement of the column 21b in the X-axis direction.

[0038] The guide rails 31a and 31b, which support or carry the columns 21a and 21b that are fixed to the housing 10 to allow movement of the columns 21a and 21b in the X-axis direction, enable the housing 10 to move in the Fig. 3 and Fig. 4 illustrated positions in the positive X-axis direction to be pulled out into the position that is in the Fig. 5 and Fig. Figure 6 illustrates this. This facilitates the removal of the power converter 1 from the vehicle body 101. The housing 10, which is pulled out in the positive X-axis direction, is supported by a transport trolley 92. The housing 10, once pulled out in the X-axis direction, does not require the transport trolley 92, which is located vertically beneath the vehicle body 101. This eliminates the need for removable rails for the transport trolley 92 to pass through, and for an inspection facility, such as an inspection pit with a space for placing the transport trolley 92 directly beneath the rail vehicle, to remove the housing 10.

[0039] The housing 10 is attached by engaging the columns 21a and 21b, which are fixed to the housing 10, which is supported by the transport carriage 92 with the ends of the guide rails 31a and 31b, and then sliding the housing 10 in the negative X-axis direction. Thus, the columns 21a and 21b, which are engaged with the guide rails 31a and 31b, can be moved in the negative X-axis direction to position the housing 10 directly under the vehicle body 101, as shown in the Fig. 3 and Fig. Figure 4 illustrates this. This simplifies and facilitates the attachment of the power converter 1 to the vehicle body 101. In this state, the columns 21a and 21b, which are fixed to the housing 10, move in the negative X-axis direction on the guide rails 31a and 31b. The transport carriage 92 is therefore not moved vertically under the vehicle body 101. This eliminates the need for removable rails for the transport carriage 92 to pass through for the attachment of the housing 10, and also eliminates the need for an inspection facility, such as an inspection pit with a space for placing the transport carriage 92 directly under the rail vehicle.

[0040] The case 10, which is like in the Fig. 3 and Fig. 4, could preferably be restricted with respect to movement in the X-axis direction. For example, fixing elements (not illustrated) that are fixed to the guide rails 31a and 31b in contact with the ends of the columns 21a and 21b in the positive X-axis direction could preferably be used to restrict the movement of the columns 21a and 21b in the X-axis direction. This restricts the movement of the housing 10 in the X-axis direction when the rail vehicle is moving.

[0041] To reduce the workload for removing or attaching the housing 10, as described above, the coefficients of friction could preferably be low between the contact surfaces of the column 21a and the guide rail 31a and between the contact surfaces between the column 216 and the guide rail 31b. For example, the surfaces of the guide rails 31a and 31b that are in contact with the columns 21a and 21b could preferably be coated with a resin for smoother movement of the columns 21a and 21b in the X-axis direction.

[0042] As described above, according to the embodiment, the columns 21a and 21b in the power converter 1 are movable in the X-axis direction on the guide rails 31a and 31b. This allows the housing 10 to be pulled out towards the side of the vehicle body 101 and also allows the housing 10 to be moved vertically under the vehicle body 101 from the side of the vehicle body 101. Thus, the power converter 1 can be easily attached to and removed from the vehicle body 101.

[0043] As described above, the housing 10 can be pulled out to the side of the vehicle body 101 and can be moved vertically underneath the vehicle body 101 from the side of the vehicle body 101. This eliminates the need for removable rails for the transport trolley 92 to pass through and for an inspection facility, such as an inspection pit with a space for placing the transport trolley 92 directly under the rail vehicle. In other words, this means that the housing 10 can be attached to or removed from the vehicle body at any location without an inspection facility.

[0044] The present disclosure is not limited to the embodiment described above. The shapes of the engagement elements and the guides are not limited to the examples above. Fig. 7 and Fig. Figure 8 illustrates an example of a power converter 2, which includes guides with a structure that differs from the structure in the embodiment. Similar to the power converter 1, the power converter 2 includes a pair of columns 21a and 21b, which serve as engagement elements and are fixed to the housing 10. The power converter 2 includes a pair of guide rails 32a and 32b, which can be mounted under the floor of the vehicle body 101 and which serve as guides extending in the X-axis direction, and a pair of frames or racks 33a and 33b, which can be mounted on the vehicle body 101 and to which the guide rails 32a and 32b are fixed. For the sake of simplicity, the frames 33a and 33b are shown in Fig. 8 not illustrated.

[0045] The guide rails 32a and 32b extend in the X-axis direction and have a T-shape, or more specifically, a T-shape rotated by 180°, in a cross-section perpendicular to the X-axis direction. For example, the guide rails 32a and 32b have the same shape as the columns 21a and 21b in the power converter 1. The guide rails 32a and 32b are made of a material rigid enough to withstand deformation from the vibration generated by the moving rail vehicle, for example, a metal. In one example, the guide rails 32a and 32b are formed from aluminum by extrusion, similar to the columns 21a and 21b.

[0046] One of the surfaces of the guide rail 32a, which faces in the positive Z-axis direction, is in surface contact with the column 21a, as in the embodiment, and supports the column 21a to allow movement of the column 21a in the X-axis direction. One of the surfaces of the guide rail 32b, which faces in the positive Z-axis direction, is in surface contact with the column 21b, as in the embodiment, and supports the column 21b to allow movement of the column 21b in the X-axis direction.

[0047] The guide rail 32a is fixed to the frame 33a, with the surface of the guide rail 32a facing in the negative Z-axis direction being at least partially in contact with the frame 33a. The guide rail 32a is fixed to the frame 33a sufficiently to maintain its position relative to the frame 33a during vibrations caused by the moving rail vehicle.

[0048] The guide rail 32b is fixed to the frame 33b, with the surface of the guide rail 32b facing in the negative Z-axis direction being at least partially in contact with the frame 33b. The guide rail 32b is fixed to the frame 33b tightly enough to maintain its position relative to the frame 33b during vibrations caused by the moving rail vehicle.

[0049] The guide rails 32a and 32b are fixed to the frame 33a and 33b by a fixing method, such as by fastening with a fastening device, by welding or by soldering.

[0050] Frames 33a and 33b extend in the X-axis direction. For example, frames 33a and 33b have the same shape as guide rails 31a and 31b in power converter 1. One end of frame 33a, which is closer to the vehicle body 101, is fixed to the vehicle body 101. The other end of frame 33a, which is farther away from the vehicle body 101, is fixed to guide rail 32a. The end of frame 33a that is closer to the vehicle body 101 is fixed to the vehicle body 101 tightly enough to maintain the position of frame 33a relative to the vehicle body 101 during the vibration generated by the moving rail vehicle.

[0051] One end of the frame 33b, which is closer to the vehicle body 101, is fixed to the vehicle body 101. The other end of the frame 33b, which is farther away from the vehicle body 101, is fixed to the guide rail 32b. The end of the frame 33b that is closer to the vehicle body 101 is fixed to the vehicle body 101 tightly enough to maintain the position of the frame 33b relative to the vehicle body 101 during the vibration generated by the moving rail vehicle.

[0052] The frames 33a and 33b are fixed to the vehicle body 101 by a fixing method, such as by fastening with a fastening device, by welding or by soldering.

[0053] The housing 10 in the power converter 2 can also be pulled out in the X-axis direction, as shown in Fig. 8 illustrates.

[0054] Fig. Figure 9 illustrates an example of a power converter 3 comprising engagement elements and guides with structures that differ from those in the embodiment. The power converter 3 includes columns 22a and 22b and several suspensions 23a and 23b, which serve as engagement elements fixed to the housing 10, and a pair of guide rails 34a and 34b to serve as guides. Although not illustrated, the power converter 3 further includes the frames 33a and 33b that are encompassed by the power converter 2.

[0055] The suspensions 23a each have an L-shape, or more precisely, an L-shape rotated by 90°, in a cross-section perpendicular to the X-axis direction. The suspensions 23a are aligned at intervals in the X-axis direction. The suspensions 23b each have an L-shape, or more precisely, an L-shape rotated by 90°, in a cross-section perpendicular to the X-axis direction. The suspensions 23b are aligned at intervals in the X-axis direction. In the example of the Fig. 9 four suspensions 23a are aligned at equal intervals in the X-axis direction and four suspensions 23b are aligned at equal intervals in the X-axis direction.

[0056] Each suspension 23a is fixed to surfaces 10a and 10b of the housing 10. Each suspension 23b is fixed to surfaces 10a and 10c of the housing 10. The suspensions 23a and 23b are fixed to the housing 10 sufficiently to maintain their position relative to the housing 10 during vibrations caused by the moving rail vehicle. The suspensions 23a and 23b are fixed to the housing 10 by a fixing method, such as fastening with a fixture, welding, or soldering.

[0057] Columns 22a and 22b extend in the X-axis direction and each has a rectangular or square cross-section perpendicular to the X-axis direction. Column 22a is in contact with the surface of each suspension 23a facing in the negative Y-axis direction and is fixed to the suspensions 23a. Column 22b is in contact with the surface of each suspension 23b facing in the positive Y-axis direction and is fixed to the suspensions 23b. Columns 22a and 22b are fixed to the suspensions 23a and 23b with sufficient tightness to maintain the positional relationship of columns 22a and 22b relative to the suspensions 23a and 23b during vibration generated by the moving rail vehicle. The columns 22a and 22b are fixed to the suspensions 23a and 23b by a fixing method, such as by fastening with a fastening device, by welding or by soldering.

[0058] Guide rails 34a and 34b extend in the X-axis direction with a shape that engages with columns 22a and 22b, supporting columns 22a and 22b to allow movement of columns 22a and 22b in the X-axis direction. For example, guide rail 34a is a column extending in the X-axis direction with a groove opening in the positive Y-axis direction. Similarly, guide rail 34b is a column extending in the X-axis direction with a groove opening in the negative Y-axis direction. Guide rail 34a and column 22a can be heavy-duty sliding rails for moving heavy objects. Guide rail 34b and column 22b can also be heavy-duty sliding rails for moving heavy objects.

[0059] The guide rails 34a and 34b could be fixed to the frames 33a and 33b and could be fixed to the vehicle body 101 with the frames 33a and 33b.

[0060] The Fig. 10 and Fig. Figure 11 illustrates an example of a power converter 4, which includes guides with a structure that differs from the structure in the embodiment. Similar to the power converter 1, the power converter 4 includes a pair of columns 21a and 21b, which serve as engagement elements and are fixed to the housing 10. The power converter 4 includes several supports or brackets 35a and 35b, which can be attached under the floor of the vehicle body 101. The supports 35a and 35b serve as guides that extend in the lateral direction of the vehicle body 101, or more specifically in the X-axis direction.

[0061] The supports 35a and 35b have the same shape as the guide rails 31a and 31b in the power converter 1 in a cross-section perpendicular to the X-axis direction. The supports 35a and 35b are aligned at intervals in the X-axis direction.

[0062] One end of each support 35a, which is closer to the vehicle body 101, is fixed to the vehicle body 101. More specifically, this means that the end of each support 35a, which is closer to the vehicle body 101, is fixed to the vehicle body 101 tightly enough to maintain the position of the support 35a relative to the vehicle body 101 during the vibration generated by the moving rail vehicle.

[0063] One end of each support 35b, which is closer to the vehicle body 101, is fixed to the vehicle body 101. More specifically, this means that the end of each support 35b, which is closer to the vehicle body 101, is fixed to the vehicle body 101 tightly enough to maintain the positional relationship of the support 35b relative to the vehicle body 101 during the vibration generated by the moving rail vehicle.

[0064] The supports 35a and 35b are fixed to the vehicle body 101 by a fixing method, such as by fastening with a fastening device, by welding or by soldering.

[0065] The other end of each support 35a holds the column 21a. More specifically, this means that the surface of the other end of each support 35a, which faces in the positive Z-axis direction, is in surface contact with the column 21a and supports or carries the column 21a to allow movement of the column 21a in the X-axis direction. The other end of each support 35b holds the column 21b. More specifically, this means that the surface of the other end of each support 35b, which faces in the positive Z-axis direction, is in surface contact with the column 21b and holds the column 21b to allow movement of the column 21b in the X-axis direction.

[0066] The supports 35a and 35b could be aligned at any intervals that allow the housing 10, extended in the X-axis direction, to be supported, as shown in Fig. 11 illustrates. In the example in the Fig. 10 and Fig. 11. Three supports 35a are aligned at equal intervals in the X-axis direction and three supports 35b are aligned at equal intervals in the X-axis direction.

[0067] Fig. Figure 12 illustrates an example of a power converter 5, which includes engagement elements with a structure that differs from the structure in the embodiment. The power converter 5 includes several suspensions 24a and 24b, which serve as engagement elements and are fixed to the housing 10. Similar to the power converter 1, the power converter 5 includes several guide rails 31a and 31b, which can be attached under the floor of the vehicle body 101 to serve as guides extending in the lateral direction of the vehicle body 101, or more specifically in the X-axis direction.

[0068] The supports 24a and 24b have the same shape as the columns 21a and 21b of the power converter 1 in a cross-section perpendicular to the X-axis direction. The supports 24a and 24b are aligned at intervals in the X-axis direction. In the example of the Fig. 12. Three suspensions 24a are aligned at equal intervals in the X-axis direction and three suspensions 24b are aligned at equal intervals in the X-axis direction.

[0069] Each suspension 24a is fixed to surfaces 10a and 10b of the housing 10. Each suspension 24b is fixed to surfaces 10a and 10c of the housing 10. The suspensions 24a and 24b are fixed to the housing 10 securely enough to maintain their position relative to the housing 10 during vibrations caused by the moving rail vehicle. The suspensions 24a and 24b are fixed to the housing 10 by a fixing method, such as fastening with a fixture, welding, or brazing.

[0070] Similar to column 21a in power converter 1, the suspensions 24a are supported by the guide rail 31a in a manner that allows movement in the X-axis direction. Similar to column 21b in power converter 1, the suspensions 24b are supported by the guide rail 31b in a manner that allows movement in the X-axis direction.

[0071] The number of components that can serve as engagement elements is not limited to the examples above. An example illustrates this. Fig. 13 a power converter 6, which furthermore, in addition to the components of the power converter 1, has a column 25a, which is fixed to the surface 10a of the housing 10 at the center of the surface 10a in the Y-axis direction, and guide rails 36a and 36b with shapes that can engage with the column 25a. The column 25a extends in the X-axis direction and has an H-shape, or more specifically an H-shape rotated by 90°, in a cross-section perpendicular to the X-axis direction. The column 25a is located between the columns 21a and 21b. The column 25a is fixed to the surface 10a of the housing 10 at the center of the surface 10a in the Y-axis direction.

[0072] Similar to guide rails 31a and 31b, each of the guide rails 36a and 36b comprises a flat plate section extending in the X-axis and Z-axis directions, and two flat plate sections extending in the X-axis and Y-axis directions, located opposite each other, with the flat plate section extending in the X-axis and Z-axis directions between the two flat plate sections. The guide rails 36a and 36b support the column 25a to allow movement of the column 25a in the X-axis direction. Similarly, the power converters 2 to 5 could further comprise the column 25a and the guide rails 36a and 36b.

[0073] The engagement elements could each simply be fixed to the vertically upward-facing surface of the housing 10 or to the surfaces of the housing 10 that intersect with the direction of travel of the rail vehicle. Fig. Figure 14 illustrates an example of a power converter 7 comprising columns 21a and 21b, each simply fixed to surfaces 10b or 10c. Surface 10b of the housing 10 in the power converter 7 has a groove 10d extending in the X-axis direction. Surface 10c has a groove 10e extending in the X-axis direction. Column 21a is received in groove 10d and fixed to surface 10b, for example, by fastening with a fastening device. Column 21b is received in groove 10e and fixed to surface 10c, for example, by fastening with a fastening device.

[0074] The number and positions of the suspensions 23a and 23b in Fig. The possibilities are not limited to the example above. The suspensions 23a and 23b could be located in any positions that allow the columns 22a and 22b to be fixed to the housing 10. In one example, the suspensions 23a and 23b could be aligned at unequal intervals along the X-axis.

[0075] Any number of suspensions 24a and 24b, which are in Fig. As illustrated in Figure 12, the suspensions 24a and 24b are located in arbitrary positions if they are located at at least two of the ends of the housing 10 in the X-axis direction. For example, the suspensions 24a could simply be located at the two ends in the X-axis direction of the housing 10, and the suspensions 24b could simply be located at the two vertical ends of the housing 10.

[0076] Any number of supports 35a and 35b, which are located in the Fig. 10 and Fig. Figure 11 illustrates that the supports 35a and 35b can be in any position if they can support the housing 10 to allow movement of the housing 10 in the X-axis direction. For example, four or more supports 35a could be aligned in the X-axis direction, and four or more supports 35b could be aligned in the X-axis direction.

[0077] The shapes of frames 33a and 33b in Fig. The 7 are not limited to the example above, but could be any shapes that can fix the guide rails 32a and 32b or the guide rails 34a and 34b to the vehicle body 101. In one example, in a cross-section perpendicular to the X-axis direction, each of the frames 33a and 33b could have a U-shape that opens in the Y-axis direction.

[0078] Power converters 1 to 7 could each be installed in an AC-powered rail vehicle instead of a DC-powered rail vehicle. If any of the power converters 1 to 7 is installed in an AC-powered rail vehicle, the drive control device 100 could, in addition to the functions described in Fig. The illustrated components include a transformer that reduces the voltage of the AC power received or absorbed by the current collector from a substation via a power line, and a converter that converts the resulting low-voltage AC power into DC power.

[0079] The power converters 1 to 7 could be installed in any moving body other than a rail vehicle, such as an automobile or an aircraft.

[0080] The foregoing describes some exemplary embodiments for illustrative purposes. Although the preceding discussion has presented specific embodiments, the person skilled in the art will recognize that changes regarding form and details could be made without departing from the broader spirit and scope of the invention. Accordingly, the description and drawings are to be regarded in an illustrative rather than a limiting sense. This detailed description is therefore not to be understood as limiting, and the scope of the invention is defined only by the claims included, together with the entire range of equivalents to which such claims have a right. List of reference symbols 1, 2, 3, 4, 5, 6, 7 Power converters 10 cases 10a, 10b, 10c Area 10d, 10e Nut 11 Cooling unit 21a, 21b, 22a, 22b, 25a Pillar 23a, 23b, 24a, 24b Suspension 31a, 31b, 32a, 32b, 34a, 34b, 36a, 36b Guide rail 33a, 33b frame 35a, 35b support 51 Power converter circuit 52 Control circuit 53 Discharge circuit 91 Electric motor 92 transport wagons 100 Drive control device 100a, 100b connection 101 Vehicle body FC1 filter capacitor FL1 filter choke coil MC1 Schütz R11 charging resistor R12 discharge resistor SW11 First switch SW12 Second switch QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2014-15060

[0003]

Claims

[1] Vehicle power converter which can be installed in a rail vehicle, the vehicle power converter comprising: a housing that houses a power converter circuit; an engagement member fixed to the housing; and a guide mountable under a floor of a vehicle body of the railway vehicle to extend in a width direction of the vehicle body, the guide having a shape engageable with the engagement member and supporting the engagement member to allow movement of the engagement member in the width direction. [2] The vehicle power converter according to claim 1, wherein the engagement member is fixed to a vertically upward surface of the housing and / or to a surface of the housing intersecting with a traveling direction of the rail vehicle. [3] A vehicle power converter according to claim 1 or 2, wherein the engaging member comprises a pair of columns extending in the width direction. [4] The vehicle power converter according to claim 1 or 2, wherein the engagement member comprises a plurality of suspensions aligned in the width direction and in a traveling direction of the rail vehicle. [5] A vehicle power converter according to any one of claims 1 to 4, wherein the guide comprises a pair of guide rails extending in the width direction. [6] A vehicle power converter according to claim 5, wherein each of the pair of guide rails has a T-shaped cross section perpendicular to the width direction. [7] A vehicle power converter according to claim 5 or 6, wherein the guide comprises a pair of frames attachable to the vehicle body, and the pair of guide rails is fixed to the pair of frames. [8] A vehicle power converter according to claim 5, wherein each of the pair of guide rails has one end closer to the vehicle body which is fixable to the vehicle body and another end farther from the vehicle body which supports the engagement member. [9] The vehicle power converter according to any one of claims 1 to 3, wherein the guide comprises a plurality of supports aligned in the width direction and in a traveling direction of the rail vehicle, and the plurality of supports has one end closer to the vehicle body that is fixable to the vehicle body and another end farther from the vehicle body that supports the engagement member. [10] A vehicle power converter according to any one of claims 1 to 9, wherein the engaging member has a T-shaped cross section perpendicular to the width direction. [11] A vehicle power converter according to any one of claims 1 to 10, wherein the housing is waterproof and dustproof.

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