Power conversion device and railway vehicle equipped with power conversion device

Abstract

To suppress leakage of noise current due to switching operation of a power conversion device.SOLUTION: A power conversion device installed in a railway vehicle includes: a housing provided in a vehicle body of the railway vehicle; an inverter for converting DC power supplied from wiring into AC power; a capacitor connected in parallel to the inverter; and a protection module which is connected in parallel to the capacitor and suppresses application of overvoltage to the inverter. The protection module is installed in the housing in a manner to prevent noise current from leaking to the vehicle body.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a power conversion device and a railway vehicle equipped with the power conversion device. [Background technology]

[0002] Electric railway vehicles are subject to a variety of superimposed noises, including electromagnetic noise generated by power converters in substations and inverters that drive the railway vehicles, as well as electromagnetic noise generated when the pantograph comes off the overhead line and noise caused by the wheels coming into contact with and leaving the rails. In such electric railways, one of the problematic noise factors is noise generated due to the switching operation of a power conversion device.

[0003] When the semiconductor elements constituting the power conversion device switch, the output voltage of the power conversion circuit fluctuates suddenly. As the output voltage of the power conversion circuit fluctuates, high-frequency noise currents originating from the internal circuit of the power conversion device flow through parasitic capacitance between the components of the circuit inside the power conversion device and the housing. In addition, when the power conversion device passes a drive current through the main motor to drive it, a parasitic capacitance exists between the windings of the main motor and the main motor frame, which is the metal housing of the main motor, and a high-frequency noise current caused by the main motor flows through this parasitic capacitance.

[0004] Patent Document 1 aims to suppress high-frequency leakage current that flows through a parasitic capacitor component that is parasitic inside a vehicle power conversion device, and discloses the following content as a vehicle power conversion device: "In a vehicle power conversion device that is equipped under the floor of a railway car and is composed of a power conversion circuit 1 composed of a semiconductor switch, a main circuit wiring (positive power source) 7, a main circuit wiring (negative power source) 8 connected to the power conversion circuit via an opening switch 4, a short-circuit switch 3, a smoothing capacitor (whose case is conductive) 2 that is connected in parallel with the short-circuit switch on the power conversion circuit side of the short-circuit switch and smoothes the DC input voltage of the power conversion circuit, and an earth wire 5 that connects a housing 9 of the power conversion device to a car body 6, the smoothing capacitor is arranged on an insulator 500 to insulate the smoothing capacitor from the housing, and the smoothing capacitor and the housing are connected via a resistor 50, and the negative side of the opening switch and the housing are connected by a resistor 51." Patent Document 2 aims to obtain a power conversion device that can obtain a sufficient damping effect against resonance operation without providing a separate resistor or the like in the resonance path that flows through the ground wire of the load connected to the converter, and discloses the following content as a power conversion device: "The power conversion device comprises an inverter 4 that receives power from a DC power supply system and drives a motor 6 that is a load, fins 5 that are cooling means for cooling the inverter 4, a core 8 having a through hole through which a high-voltage wiring 21 that connects the DC power supply system and the inverter 4 and a ground wiring 22 that grounds the inverter pass, a ground wire 9 that grounds the fins 5, a ground wire 53 that grounds the motor 6, and a core 11 having a through hole, the ground wire 9 being connected to the ground wiring 22 on the DC power supply system side of the core 8, and the core 11 being arranged so that the resonance path circulating through the inverter 4, the fins 5, the ground wire 9, the common ground of the ground wire 9 and the ground wire 53, the motor 6, the ground wire 53, and the inverter 4 passes through the through hole of the core 11." [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2007-089395 A [Patent Document 2] JP 2008-301555 A Summary of the Invention [Problem to be solved by the invention]

[0006] However, since these systems do not implement noise countermeasures by identifying parasitic elements in the protection circuit, there is still room for improvement in order to obtain a sufficient noise suppression effect. Therefore, an object of the present invention is to provide a technique for suppressing leakage of noise current caused by the switching operation of a power conversion device. [Means for solving the problem]

[0007] In order to solve the above problems, one representative power conversion device of the present invention is a power conversion device mounted on a railway vehicle, comprising: a housing provided on the body of the railway vehicle; an inverter that converts DC power supplied from an overhead line into AC power; a capacitor connected in parallel to the inverter; and a protection module connected in parallel to the capacitor and suppressing application of overvoltage to the inverter, wherein the protection module is installed within the housing in a manner that prevents noise current from leaking to the car body. Effect of the Invention

[0008] According to the present invention, it is possible to suppress leakage of noise current caused by the switching operation of a power conversion device. Problems, configurations and effects other than those described above will become apparent from the following description of the embodiments. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic diagram showing an example of a railway system to which the present invention can be applied. [Diagram 2] FIG. 2 is a diagram showing a schematic diagram of a path of a noise current caused by a power conversion device in a railway vehicle. [Diagram 3]FIG. 3 is a diagram illustrating a schematic implementation example of the power conversion device according to the first embodiment. [Figure 4] FIG. 4 is a diagram showing a schematic configuration for installing the protection module in the housing. [Diagram 5] FIG. 5 is a diagram illustrating an example of mounting the power conversion device according to the second embodiment. [Figure 6] FIG. 6 is a diagram illustrating an example of mounting the power conversion device according to the third embodiment. [Figure 7] FIG. 7 is a diagram illustrating a power conversion device according to a fourth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In all the drawings for explaining the embodiment, the same parts are generally designated by the same reference numerals, and the repeated description will be omitted. In order to facilitate understanding of the invention, the position, size, shape, range, etc. of each component shown in the drawings may not represent the actual position, size, shape, range, etc. Therefore, the present invention is not necessarily limited to the position, size, shape, range, etc. disclosed in the drawings.

[0011] In the following description, "ground contact" includes not only direct contact with the ground, but also contact with a rail or a car body that is in contact with the ground.

[0012] (Railway Systems) Fig. 1 is a schematic diagram showing an example of a railway vehicle 10 to which the present invention can be applied. For the sake of explanation, Fig. 1 shows the railway vehicle 10 as a single vehicle, but it is possible to couple more vehicles. The direction indicated by the arrow 1 is the fore-and-aft direction of the railway vehicle 10.

[0013] The railway vehicle 10 has a car body 20 that is mainly composed of a metal structure and covers the passenger compartment. The car body 20 is supported by two front and rear bogies 23 that have a bogie frame 22 and wheels 19. The wheels 19 roll on rails 21. A pantograph 12 is provided on the top of the railway vehicle 10 and is configured to be able to come into contact with the overhead wires 11. A power conversion device 16 is mounted on the railway vehicle 10.

[0014] The frame of the main motor 18, which will be described later, is fixed to a bogie frame 22 of a bogie that supports a car body 20, and two bogies 23 are arranged per car. The car body 20 is mainly made of metal.

[0015] The bogie 23 is the undercarriage device of the railway vehicle, and the wheels 19, brakes, TC (road cleaning device), axle box, etc. are attached to the bogie frame 22. Elastic parts such as rubber are used for all mechanical connections, so the bogie frame 22 is electrically insulated from the car body 20.

[0016] The communication device 24 is a device that processes information in the railway vehicle 10. For example, the communication device 24 performs communication between the railway vehicle 10 and ground coils installed along the track, communication between the railway vehicle 10 and a control center, and the like. Furthermore, the monitoring device 25 is a device that monitors the state of the railway vehicle 10. For example, it collects information from sensors and imaging devices that monitor the state of the bogies 23, sensors that detect the state of the drive unit of the railway vehicle 10, and the like. It is also possible to collect information from sensors that detect obstacles in the path of the railway vehicle 10. The collected information can be used in the running control of the railway vehicle 10, the railway traffic management system, and the like. It should be noted that the communication device 24 and the monitoring device 25 are merely examples, and the railway vehicle 10 may be equipped with other information processing devices.

[0017] (Increasing need for noise current countermeasures) The path of a current that causes noise in the present disclosure (hereinafter, also referred to as a "noise current") will be described with reference to Fig. 2. Fig. 2 is a diagram that illustrates a schematic diagram of a noise current path caused by a power converter 16 in a railway vehicle 10.

[0018] Electric power is input from a substation via an overhead line 11 and a pantograph 12 to a power converter 16. The power converter 16 converts DC voltage into AC voltage of a given voltage and frequency, and outputs it to a traction motor 18, which is a load, via a three-phase output line 17.

[0019] The power conversion device 16 has an inverter 30, a heat dissipation member 31, a capacitor 32, a ground switch 33, two resistors 45, and an OVTr circuit 50. The OVTr circuit 50 protects the inverter 30 from overvoltage. The motor ground wire 27 is connected between the power conversion device 16 and the traction motor 18. The motor ground wire 27 functions as a path for passing a current flowing from the car body 20 through the wheels 19 to the rails 21. The motor ground wire 27 is electrically connected to the ground brushes 15 attached to the wheels 19.

[0020] In the present disclosure, leakage current paths 47a to 47c are assumed as paths of noise current of common node noise. The leakage current path 47a is a path that forms a noise current loop within the housing by noise current flowing through wiring inside the power conversion device 16. The leakage current path 47a is a path that occurs due to the formation of parasitic capacitance between the OVTr circuit 50 and the housing 34 of the power conversion device 16. The leakage current path 47b is a path that passes from the power conversion device 16 through the bogie frame 22, the wheels 19, the rails 21, and the car body 20, and returns to the power conversion device 16 again. The leakage current path 47c is a path that passes from the power conversion device 16 through the car body 20 and the reactor 14, and returns to the power conversion device 16 again. The configuration of these leakage paths includes parasitic capacitance formed between the components of the power conversion device 16 and the housing of the power conversion device 16.

[0021] The leakage path 47a is a source of noise leaking from a gap in the housing of the power conversion device 16. The leakage path 47b is a source of coupling noise propagating from the three-phase output line 17. The leakage path 47c is a source of coupling noise propagating from the reactor 14. The generated noise may affect ground equipment (e.g., the ground coil 35) and on-board equipment.

[0022] The need for measures against these noise currents has become greater in recent years than ever before, due to the following reasons:

[0023] For example, in general, new semiconductor materials such as SiC (silicon carbide) are being adopted for power devices in recent years to reduce the size and loss of power conversion devices 16. As a result, power conversion devices are capable of faster and higher frequency switching operations, realizing smaller size and lower loss. On the other hand, high frequency noise currents generated by switching operations have come to have harmonic components up to higher frequencies, and may affect devices that are required to handle high frequency signals such as those in the MHz band, such as communication devices 24 and monitoring devices 25.

[0024] Due to the increasing frequency of noise sources, circuit components that have not previously been a problem may become current paths for noise currents. In this disclosure, we identify the circuit components that are the cause, and take measures after considering the leakage paths and leakage points of the noise current that flows through the circuit elements. By doing so, it becomes possible to suppress the generation of noise currents even in complex power systems.

[0025] <Example 1> In the first embodiment, a measure is taken by identifying a high voltage protection module (for example, an OVTr circuit) of an inverter as a circuit component that causes a noise current. FIG. 3 is a diagram showing a typical implementation example of a power conversion device 16 of the first embodiment. The power conversion device 16 includes a housing 34 provided on a car body 20 of a railroad vehicle 10, an inverter 30 that converts DC power supplied from an overhead line into AC power, a capacitor 32 connected in parallel to the inverter 30, and a protection module 41 connected in parallel to the capacitor 32 and suppressing application of an overvoltage to the inverter 30. Here, the protection module 41 is installed in the housing 34 in a manner that prevents the noise current from leaking to the car body 20. In addition, the protection module 41 is fixed to a fixing member 43, which is installed in the housing 34 via an insulating member 44, and the fixing member 43 and the housing 34 are connected via a resistor 45 to ground the housing 34. A specific description will be given below.

[0026] (Power conversion circuit configuration) The power conversion device 16 includes an inverter 30, a capacitor 32, a heat dissipation member 31, a protection module 41, a fixing member 43, an insulating member 44, and a ground wiring 36 within a housing 34.

[0027] The housing 34 is fixed to the vehicle body 20 and electrically connected to the vehicle body 20. The housing 34 is mainly formed of a metal material. The housing 34 has a shape that surrounds the components contained therein. The housing 34 is not limited to a closed space, and may have a gap or be formed by combining a plurality of members.

[0028] The inverter 30 is a semiconductor module that converts DC power supplied from the overhead line 11 into AC power to drive the main motor 18. When the main motor 18 is a three-phase induction motor, the inverter 30 converts DC power into three-phase AC power. The inverter 30 is composed of switching elements, and as the switching elements, for example, MOSFETs and IGBTs are used. The MOSFET may be made of SiC and has high-speed switching characteristics. A first wiring 28 and a second wiring 29 are connected to the inverter 30. The first wiring 28 is a path through which the power supplied from the overhead line 11 reaches the inverter 30 via the reactor 14. The second wiring 29 is a path for grounding the inverter 30. A ground switch 33 is provided on the second wiring 29, and this ground switch is turned off, for example, in the case of an emergency power cut and inspection and repair work.

[0029] The capacitor 32 is provided between the first wiring 28 and the second wiring 29, and is connected in parallel to the inverter 30. The capacitor 32 is, for example, a filter capacitor that suppresses fluctuations in the voltage applied to the inverter 30.

[0030] The heat dissipation member 31 is disposed relative to the inverter 30 and dissipates heat from the inverter 30 to cool the inverter 30. The heat dissipation member 31 is, for example, a cooling fin or a heat block. The heat dissipation member 31 is disposed within the housing 34 in a state insulated from the housing 34.

[0031] The protection module 41 is connected to the input side of the capacitor 32 via a connection wiring 42 in order to protect the semiconductor elements constituting the inverter 30 when an overvoltage occurs. The protection module 41 operates when an overvoltage is applied to the inverter 30, and protects the inverter 30 by instantaneously passing a current through the protection module 41. The protection module 41 is composed of, for example, a semiconductor element. The protection module 41 is fixed to a fixing member 43. The fixing member 43 is also installed in the housing 34 via an insulating member 44. Details of the installation will be described later.

[0032] The ground wiring 36 grounds the housing 34. The ground wiring 36 also connects the fixing member 43 and the housing 34 via resistors 45. The ground wiring 36 includes two resistors 45. Although the resistors 45 are indicated by the same reference numerals, they are not limited to having the same resistance value, and may have different resistance values.

[0033] (Installation method between the protection module 41 and the housing 34) An installation method between the protection module 41 and the housing 34 will be described with reference to Fig. 4. Fig. 4 is a diagram showing a schematic configuration for installing the protection module 41 in the housing 34. Fig. 4 shows an enlarged view of the protection module 41 portion in Fig. 3.

[0034] The fixing member 43 to which the protection module 41 is fixed is connected to the housing 34 via the insulating member 44. The fixing member 43 and the insulating member 44 are fixed by bolts 46, and the insulating member 44 and the housing 34 are also fixed by bolts 46. The protection module 41 and the fixing member 43 are electrically connected, and the insulating member 44 is disposed between the fixing member 43 and the housing 34. Here, for example, the fixing member 43 is a metal plate, and the insulating member 44 is an insulating plate. In addition, in order to prevent the fixing member 43 from having an inconstant potential, the fixing member 43 is grounded via a resistor 45. Note that, in addition to grounding via the housing 34, it is also possible to adopt a ground connected to the vehicle body 20.

[0035] Note that, although an example is shown here in which the insulating member 44 and the bolt 46 are used to fix the protection module 41 to the housing 34, the connection method is not limited to this. For example, the fixing member 43 may be formed of a resin plate or the like and installed between the protection module 41 and the housing 34. It is desirable that there is a sufficiently high impedance between the protection module 41 and the housing 34.

[0036] (Action and effect) A parasitic capacitance (hereinafter, also referred to as the “parasitic capacitance of the protection module 41”) exists between the protection module 41 and the fixing member 43. For this reason, if the fixing member 43 and the housing 34 are electrically connected, resonance occurs between the first wiring 28 and the parasitic capacitance caused by the protection module 41, and the high-frequency impedance decreases, so that there is a possibility that voltage fluctuations (high-frequency noise currents) caused by high-frequency switching of the inverter 30 may leak from the housing 34 to the vehicle body 20.

[0037] The power converter 16 also passes a drive current through the main motor 18. At that time, because a parasitic capacitance exists between the windings in the main motor 18 and the frame of the main motor 18, part of the drive current is converted into a high-frequency noise current by this parasitic capacitance. If this high-frequency noise current flows through the car body 20, it becomes a loop current that flows between the three-phase output line 17 and the car body 20 as shown by the leakage path 47b, and there is a risk that noise will be mixed into ground equipment, etc. The parasitic capacitance of the protection module 41 reduces the high-frequency impedance to the housing 34, thereby increasing this loop current.

[0038] In contrast, in the first embodiment, in order to prevent the noise current from leaking to the vehicle body 20, when the protection module 41 is installed in the housing 34 via the fixing member 43, the insulating member 44 is interposed between the fixing member 43 and the housing 34. This makes it possible to suppress a decrease in high-frequency impedance. Furthermore, since the ground wiring 36 also serves as a path through which a noise current flows, it is possible to suppress an increase in the loop current flowing through the leakage paths 47a to 47c. This makes it possible to suppress leakage of noise current to the vehicle body 20 via the parasitic capacitance formed between the protection module 41 and the housing 34.

[0039] In this way, according to the first embodiment, it is possible to suppress leakage of noise current caused by the protection module 41 that protects the inverter 30 of the power conversion device 16. Therefore, it is possible to suppress leakage of high-frequency noise current caused by the switching operation of the power conversion device 16.

[0040] <Example 2> Example 2 differs from the above-mentioned examples in that a heat dissipation member 31 is specified as a circuit component that causes a noise current. Fig. 5 is a diagram showing a schematic mounting example of a power conversion device 16a of Example 2. In the following description, components that are the same as or similar to those of Example 1 are given the same reference numerals, and the description thereof will be simplified or omitted.

[0041] (composition) The fixing member 43 is electrically connected to the heat dissipation member 31 and is grounded via a resistor 45. Specifically, a connection wiring 37 is provided between the fixing member 43 and the heat dissipation member 31, and this connection wiring 37 is also connected to the ground wiring 36.

[0042] (Action and effect) A parasitic capacitance of the inverter 30 also exists between the inverter 30 and the heat dissipation member 31, and a resonant current flows through this parasitic capacitance. By electrically connecting the fixing member 43 and the heat dissipation member 31, the noise current in two paths, the resonant current flowing from the inverter 30 to the heat dissipation member 31 and the resonant current flowing to the protection module 41, can be reduced by the resistor 45. This makes it possible to prevent the noise current from leaking to the vehicle body 20.

[0043] <Example 3> The third embodiment differs from the above-mentioned embodiments in that the resistance in the ground circuit that causes the noise current to flow to the ground point is changed. Fig. 6 is a diagram showing a schematic implementation example of a power conversion device 16b according to the third embodiment. In the following description, the same or equivalent components as those in the first and second embodiments are denoted by the same reference numerals, and the description thereof will be simplified or omitted.

[0044] (composition) In the ground wiring 36a, the resistor 45a is a three-terminal resistor. In other words, the resistor 45a connects the fixing member 43, the heat dissipation member 31, and the housing 34.

[0045] (Action and effect) It is possible to prevent the occurrence of a resonant current that runs through the path from the inverter 30 through the heat dissipation member 31, the fixing member 43, the protection module 41, and the connection wiring 42, while preventing each resonant current and leakage current to the vehicle body 20. In addition, it is possible to suppress each resonant current while reducing the number of resistors arranged in the power conversion device 16b.

[0046] <Example 4> The fourth embodiment differs from the above-mentioned embodiments in that power is supplied to the inverter 30 using a bus bar. FIG. 7 is a diagram showing a typical implementation example of a power conversion device 16c of the fourth embodiment. In the fourth embodiment, the inverter 30 and the capacitor 32 are connected by bus bars (38, 39). Furthermore, the protection module 41a is disposed on the heat dissipation member 31. The connection wiring 42 that connects the protection module 41a in parallel to the capacitor is disposed adjacent to or parallel to the bus bars (38, 39). A specific description will be given below.

[0047] (composition) The protection module 41a is placed on the heat dissipation member 31. The inverter 30 and the capacitor 32 are connected by a positive bus bar 38 and a negative bus bar 39. The connection wiring 42 that connects the protection module 41a to the first wiring 28 and the second wiring 29 is disposed adjacent to or running parallel to the positive bus bar 38 and the negative bus bar 39. The heat dissipation member 31 and the protection module 41a are grounded via a resistor 45.

[0048] (Action and effect) The leakage current path through the busbar formed between the connection wiring 42 and the positive busbar 38 and the negative busbar 39 is a current path that realizes a smaller current loop than the leakage current paths 47a to 47c. The leakage current path through the busbar is a path through which the noise current flowing through the leakage current paths 47a to 47c easily passes. Therefore, it is possible to simultaneously suppress the noise current due to the parasitic capacitance from the protection module 41a to the housing 34 and suppress the resonant current flowing from the inverter 30 to the heat dissipation member 31. In other words, the parasitic capacitance of the protection module 41a can be used as a capacitor that bypasses the resonant current flowing from the inverter 30 to the heat dissipation member 31. This can further enhance the noise suppression effect.

[0049] As described above, the configuration disclosed in the present disclosure can suppress leakage of noise current caused by the switching operation of the power conversion device.

[0050] The present disclosure is not limited to the above-mentioned embodiments, and includes various modified examples. For example, the above-mentioned embodiments have been described in detail to clearly explain the present disclosure, and are not necessarily limited to those having all of the configurations described. In addition, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. In addition, it is possible to add, delete, or replace a part of the configuration of each embodiment with another configuration.

[0051] (Aspect 1) A power conversion device mounted on a railway vehicle, A housing provided on a body of the railway vehicle; An inverter that converts DC power supplied from the overhead line into AC power; A capacitor connected in parallel to the inverter; a protection module connected in parallel with the capacitor to suppress application of an overvoltage to the inverter, A power conversion device, characterized in that the protection module is installed within the housing in a manner that prevents noise current from leaking to the vehicle body. (Aspect 2) The power conversion device according to aspect 1, The protection module is fixed to a fixing member, the fixing member is installed in the housing via an insulating member, A power conversion device, characterized in that the fixing member and the housing are connected via a resistor, and the housing is grounded. (Aspect 3) The power converter according to aspect 1 or 2, a heat dissipation member for the inverter is provided within the housing; The power conversion device, wherein the fixing member is electrically connected to the heat dissipation member. (Aspect 4) The power converter according to any one of aspects 1 to 3, A power conversion device, characterized in that the fixing member, the heat dissipation member, and the housing are connected via a three-terminal resistor. (Aspect 5) The power converter according to any one of aspects 1 to 4, a heat dissipation member for the inverter is provided within the housing; The inverter and the capacitor are connected by a bus bar, the protection module is installed on the heat dissipation member, A power conversion device, characterized in that a connection wiring that connects the protection module in parallel to the capacitor is arranged adjacent to or parallel to the bus bar. (Aspect 6) A railway vehicle equipped with the power conversion device according to any one of the first to fifth aspects. [Explanation of symbols]

[0052] 11 overhead line, 12 pantograph, 14 reactor, 15 grounding brush, 16, 16a to 16c power conversion device, 17 three-phase output line, 18 main motor, 19 wheel, 20 car body, 21 rail, 22 bogie frame, 23 bogie, 24 communication device, 25 monitoring device, 27 motor grounding wire, 28 first wiring, 29 second wiring, 30 inverter, 31 heat dissipation member, 32 capacitor, 33 grounding switch, 34 housing, 35 ground coil, 36, 36a grounding wiring, 37 connection wiring, 38 positive bus bar, 39 negative bus bar, 41 protection module, 42 connection wiring, 43 fixing member, 44 insulating member, 45, 45a resistor, 46 voltage, 47a to 47c leakage current path

Claims

1. A power conversion device mounted on a railway vehicle, A housing provided on a body of the railway vehicle; An inverter that converts DC power supplied from the overhead line into AC power; A capacitor connected in parallel to the inverter; a protection module connected in parallel with the capacitor to suppress application of an overvoltage to the inverter, A power conversion device, characterized in that the protection module is installed within the housing in a manner that prevents noise current from leaking to the vehicle body.

2. The power conversion device according to claim 1, The protection module is fixed to a fixing member, the fixing member is installed in the housing via an insulating member, A power conversion device, comprising: a resistor connected between the fixing member and the housing; and a ground connected between the fixing member and the housing.

3. The power conversion device according to claim 2, a heat dissipation member for the inverter is provided within the housing; The power conversion device, wherein the fixing member is electrically connected to the heat dissipation member.

4. The power conversion device according to claim 3, A power conversion device, characterized in that the fixing member, the heat dissipation member, and the housing are connected via a three-terminal resistor.

5. The power conversion device according to claim 1, a heat dissipation member for the inverter is provided within the housing; The inverter and the capacitor are connected by a bus bar, the protection module is installed on the heat dissipation member, A power conversion device, characterized in that a connection wiring that connects the protection module in parallel to the capacitor is arranged adjacent to or parallel to the bus bar.

6. A railway vehicle equipped with the power conversion device according to any one of claims 1 to 5.

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