Drive control equipment for a vehicle

Drive control equipment for a vehicle comprises: a plurality of power conversion devices respectively connected with a plurality of motors that convert DC power supplied from a DC power source to AC power and output this to said motors; a control device that controls the power conversion devices; a frame that accommodates said power conversion devices and the control device and having a ceiling wall facing below the vehicle floor; and a power unit having a cooler in which are installed a plurality of semiconductor elements constituting the power conversion devices; a first control board provided with a first connector connected with said semiconductor elements, arranged facing the cooler; and a second control board arranged in a direction orthogonal to said first control board and connected with a second connector connected with the first connector of said first control board.

FIELD

An embodiment of the present invention relates to drive control equipment for a rail vehicle.

BACKGROUND

A rail vehicle is equipped with for example a plurality of motors that drive the vehicle (that is to say, wheels) and air conditioning equipment and the like, and drive control equipment that controls the motors. The drive control equipment comprises a power conversion device such as a converter that converts AC voltage supplied from the power source to DC voltage and outputs the DC voltage to a motor, or an inverter that converts DC voltage to three-phase AC voltage and outputs the three-phase AC voltage to a motor, and a control device that controls the power conversion device and the motors. In addition, the drive control equipment comprises for example a contactor or breaker connected between the power conversion device and the motor. The contactor opens and closes the connection of the power conversion device and the motor: it opens the connection for example on stoppage of operation by the drive control equipment or in the event of abnormality. An example of such a thing is disclosed in Japanese Patent Number 4297971 (hereinafter referred to as Patent Reference 1).

In recent years, permanent magnet synchronous motors are being employed as motors for rail vehicles. Permanent magnet synchronous motors have the advantage of high efficiency, compared with induction motors. However, permanent magnet synchronous motors require a driving inverter for each motor. In the case of a rail vehicle, an arrangement is adopted in which each vehicle is driven by a group of a plurality of motors, so, in the drive control equipment used to drive the plurality of motors, the number of inverters required must be increased, together with increase in the number of elements and increase in the number of contactors. This results in large external dimensions and mass of the drive control equipment, increasing manufacturing costs.

The present invention was made in view of the foregoing, the problem of the invention being to provide drive control equipment for a rail vehicle in which increase in size of the equipment can be restricted and manufacturing costs can be reduced.

In this embodiment, vehicle drive control equipment for driving a plurality of motors provided in a vehicle has the following construction. Specifically, it comprises:

a plurality of power conversion devices respectively connected to a plurality of motors provided in a vehicle, that convert a DC power that is supplied from a DC power source to AC power and output the AC power to the motors;

a control device that controls said power conversion devices;

a frame, having a ceiling wall facing a floor of the vehicle, a bottom wall facing a ground, and a sidewall connecting the ceiling wall and the bottom wall, that accommodates the power conversion devices and the control device; and

a power unit having a cooler in which are mounted a plurality of semiconductor elements constituting the power conversion devices, a first control board having a first connector connected with the semiconductor elements, arranged facing the cooler, and a second control board having a second connector connected with the first connector of the first control board, arranged a direction orthogonal to the first control board.

DETAILED DESCRIPTION

Drive control equipment according to embodiments will be described below with reference to the drawings.

First Embodiment

FIG. 1is a block diagram showing drive control equipment10installed on a floor frame of a rail vehicle8according to a first embodiment.FIG. 2is a block diagram showing the entire construction of the drive control equipment schematically.

As shown inFIG. 1andFIG. 2, drive control equipment10is placed between a rail vehicle8and the rails7a, below the floor frame of the vehicle, and constitutes drive control equipment that drives a plurality of motors, for example four motors12ato12d(when there are a plurality of devices of the same type, if necessary, these will be indicated by the suffixes a, b, c, d, . . . ), that drive the wheels7of the rail vehicle. As the motors12, for example permanent magnet synchronous motors are employed. The drive control equipment10comprises four power conversion devices, for example inverters (IV)14ato14dthat are respectively connected with a single motor12, four contactors16that are connected between the inverters and the motors12, and a control device18that controls the inverters14, the contactors16and the motors12.

The inverters14convert the DC power that is supplied from the DC power source19to AC power, which is then output to the motors12. As shown inFIG. 3, each inverter14is constituted as a two-level power conversion device and includes: a three-phase inverter circuit11, a cooler, to be later described, that cools the semiconductor elements that constitute the inverter circuit, and a detector.

The inverter circuit11has U-phase, V-phase and W-phase units. The U-phase unit11uhas first and second switching elements21u,22u, that are connected in series between the DC positive electrode terminal P and the DC negative electrode terminal N of the DC power source19. Likewise, the V-phase unit11vhas first and second switching elements21v,22v, that are connected in series between the DC positive electrode terminal P and the DC negative electrode terminal N; and the W-phase unit11whas first and second switching elements21w,22w, that are connected in series between the DC positive electrode terminal P and the DC negative electrode terminal N. The plurality of semiconductor switching elements comprises for example an IGBT (insulated gate bipolar transistor) or GTO or the like self-turn-off semiconductor element: for example, an IGBT and diode connected in anti-parallel with this IGBT may be embodied in modular form. The diode or IGBT in each switching element may be formed for example by an Si or silicon nitride (SiC) element, which is a low-loss semiconductor element.

The U-phase unit11U, V-phase unit11V and W-phase unit11W are connected in parallel; in addition, series-connected filter capacitors26,27are connected in parallel with each unit. The filter capacitors26,27are for example power source smoothing capacitors and may be aluminum dry capacitors or the like. An output terminal30uis connected between the first switching elements21uand the second switching element22uof the U-phase unit11U; an output terminal30vis connected between the first switching element21vand the second switching element22vof the V-phase unit11V; an output terminal30wis connected between the first switching element21wand the second switching element22wof the W-phase unit11W.

The output terminals30u,30v,30wof three-phase U, V, and W are connected with the motor12through a single contactor16and deliver three-phase AC output power to the motor12. The first to fourth switching elements21u,22u,21v,22v,21w,22wof each phase referred to above are mounted on a heat-sink face of a heat-sink block constituting the cooler.

(Overall Construction of the Equipment)

Next, a detailed description will be given of the overall construction of the drive control equipment10.

FIG. 4andFIG. 5are perspective views showing an external view of the drive control equipment10;FIG. 6is a perspective view showing the internal construction of the drive control equipment with the equipment cover of the frame removed;FIG. 7is a side view showing the internal construction of the drive control equipment with the equipment cover of the frame removed.

As shown inFIG. 4toFIG. 7, the drive control equipment10comprises an elongate rectangular box-shaped frame60. This frame60comprises: a plurality of rectangular frame-shaped main frames61; an elongate rectangular ceiling wall62that is fixed to the main frame61; an elongate rectangular bottom wall63that is parallel to and faces the ceiling wall that is fixed to the main frame61; a pair of end walls64a,64bconstituting both ends in the longitudinal direction of the frame, fixed to the main frame61; and a pair of mutually facing sidewalls65a,65bthat are fixed to the main frame so as to intersect with the end walls64a,64bat right angles. A plurality of suspension lugs67are mounted at the periphery of the ceiling wall62and the main frame61. The frame60is stowed in the vehicle8by fixing these suspension lugs67to the side face below the body floor of the vehicle8(seeFIG. 1). In the condition stowed below the floor of the vehicle8, the ceiling wall62of the frame60faces the undersurface of the vehicle and the bottom wall63is positioned facing the ground surface and the side of a rail7a.

As shown inFIG. 6, within the frame60, there are defined a plurality, for example three, of accommodating sections, lined up in the longitudinal direction of the frame; these are: a first accommodating section (main accommodating section)66athat is positioned in the middle; a second accommodating section (main accommodating section)66bthat is positioned at one end; and a third accommodating section (auxiliary accommodating section)66cthat is positioned at the other end. Within the first accommodating section66aof the frame body, there are mainly accommodated four inverters and a power unit68, to be later described; within the second accommodating section66b, there is chiefly accommodated a control device18; and within the auxiliary accommodating section66c, there are chiefly accommodated four contactors16.

As shown inFIG. 4toFIG. 7, the pair of sidewalls65a,65bof the frame60have apertures facing the first, second and third accommodating sections66a,66band66crespectively: access to within the accommodating sections can be achieved through these apertures. Also, the frame60is provided with a plurality of equipment covers70whereby the apertures of the sidewalls can be opened/closed: these are mounted in freely rotatable, removable fashion on the respective sidewalls65a,65b.

(Construction of the Equipment Covers)

Each of the equipment covers70is formed by a rectangular plate whose peripheral section is bent at the side of the frame60: for example, the top edges of each of the equipment covers70are freely rotatably supported on the side wall65aor the side wall65bby two or three hinges72. In this way, the equipment covers70cover the apertures of the sidewalls and can be rotated between a closed position in which they constitute part of the side wall and an open position in which the aperture is open. A locking lever71that locks the equipment cover in the closed position is provided at the side of the bottom wall63of each equipment cover70. In addition, a handle73that is employed when opening/closing and detaching/attaching the equipment cover is provided in the middle of the equipment cover70.

As shown inFIG. 8AandFIG. 8B, each hinge72is provided with a pivot shaft74athat is mounted on the sidewalls65a,65bof the frame60and a tubular acceptor74bthat is mounted on the equipment cover70; the pivot shaft74ais inserted in this acceptor74bin a freely rotatable fashion and in a manner whereby it can be withdrawn along the axial direction. In this way, the acceptors74bare freely rotatably supported on the pivot shaft74a. Also, as shown inFIG. 8A,FIG. 8B,FIG. 9andFIG. 10, the equipment cover70can be removed from the frame60by withdrawing the acceptors74bfrom the bearings (axes)74aby sliding the equipment cover70along the axial direction of the bearing (axis)74a. It should be noted that a construction of the hinge72could also be adopted in which the bearing (axis)74ais mounted on the side of the equipment cover70and the acceptor74bis mounted on the sidewall side of the frame.

(Construction of the Stopper)

As shown inFIG. 6,FIG. 7, andFIG. 9toFIG. 11, the frame60is provided with a stopper74to prevent unintended detachment of the equipment cover70. The stopper76is formed by a metal plate that projects towards the side of the equipment cover70and is formed on the main frame61. The stopper76engages the equipment cover when the equipment cover70that is closed in the closed position is moved in the withdrawal direction of the hinge72, and thereby restricts movement of the equipment cover in the withdrawal direction. In this way, unintentional detachment of the equipment cover70can be reliably prevented. It should be noted that, by rotation of the equipment cover70towards the side of the open position, the stopper76becomes incapable of engagement with the equipment cover70, so removal of the equipment cover70from the frame60can be achieved.

It should be noted that the stopper76need not necessarily be provided on the main frame61, but could be provided on the equipment cover70. In this case, when the equipment cover70is moved in the withdrawal direction, the stopper76comes into contact with the main frame61, thereby restricting movement of the equipment cover.

(Construction of the Power Unit)

As shown inFIG. 5toFIG. 6, the drive control equipment10comprises a power unit68that is mounted in the frame60and whereof part is arranged within a first accommodating section66a. The power unit68is fixed in the frame60by being detachably inserted into the frame60through an aperture of the sidewall65b. The direction A of this detachable insertion is a direction orthogonal to the width direction of the frame60and the side wall65a.

FIG. 12toFIG. 15respectively show the power unit68. As shown in these Figures, the power unit68comprises: a base frame78; a cooler80; a plurality of semiconductor elements (first to fourth switching elements20uto23u,20vto23v,20wto23w, and first and second diodes24u,25u,24v,25v,24w,25w) constituting four inverters14that are mounted in the cooler80; first control boards82having first connectors81; and second control boards84having second connectors83connected with the first connectors.

The various components will be described below. As shown inFIG. 14, a base frame78comprises rectangular frames85aand support frames85b. The support frames85bextend from the two side sections of the rectangular frames85ain a direction (direction A of detachment/attachment of the power unit68) orthogonal to the respective rectangular frames85a. Handles85care mounted at the extension ends of the support frames85b.

Also, as shown inFIG. 13, a cooler80is provided with a rectangular plate-shaped cooling block87formed of material of high thermal conductivity such as for example aluminum, and a large number of radiating fins86that are erected on one side face of the cooling block87; the cooling block87is fixed at its periphery to the rectangular frames85aand is arranged within the rectangular frames85a.

The cooling block87is constituted so as to be integral with the radiating fins86. The material of the radiating fins86is material of high conductivity, such as for example aluminum. The longitudinal direction of the large number of radiating fins86extends substantially parallel with the direction of travel of the vehicle8and the fins are lined up with prescribed gaps from the rail vehicle8in the direction of the rails7a. Also, in a condition in which the power unit68is mounted in the frame60, the radiating fins86project to outside the frame60. Consequently, the traveling wind that is generated when the vehicle8travels can blow through between the radiating fins86.

The face of the cooling block87opposite to the face where the radiating fins86are mounted forms a heat-sink face84b. A plurality of semiconductor elements (first to fourth switching elements21u,22u,21v,22v,21w,22w) are arranged on this heat-sink face84b, lined up with mutual gaps, with heat-conducting grease or the like arranged between these and the heat-sink face.

Also, an elongate square pillar-shaped insulator300is fixed between a plurality of semiconductor elements on the heat-sink face84bof the cooling block87; PN input terminals108, to be later described, are fixed, by for example screwing in, to this insulator. These PN input terminals108are connected with a plurality of semiconductor elements (first to fourth switching elements21u,22u,21v,22v,21w,22w). The provision of this insulator300ensures that, when any of the semiconductor elements fails, this failed semiconductor element is prevented from damaging other, normal semiconductor elements. Also, fixing of the insulator300makes it possible to prevent deformation etc of the PN input terminals108.

(Construction of the Shroud (Fin-Cover))

The power unit68is provided with a shroud (sometimes also called fin-cover)88of a shape such as to cover the radiating fins86, in order to protect the radiating fins86. This shroud (fin-cover)88is formed in substantially U shape by a rectangular front face section88aand two rectangular side face sections88bthat are connected with both ends of the front face section88a. The front face section88ais located at the end on the opposite side to the end where the radiating fins86contact the cooling block87i.e. on the side of the end of the extension of the radiating fins86; the side face88bis located on the air inlet side and outlet side of the traveling wind of the radiating fins86. This shroud (fin-cover)88is fixed by bolts or the like to the rectangular frames85aof the base frame78. Also, the shroud (fin-cover)88is provided with an aperture, at which the radiating fins86are left uncovered, on the side of the rail vehicle8and the rails7a.

The front face section88aof the shroud (fin-cover)88is in mesh form, with the exception of the peripheral section thereof. In addition, two handles90and reinforcement ribs91to reinforce the periphery of these handles are provided on the front face section88a. When attached/detaching the power unit68with respect to the frame60, this can be achieved by pushing in/pulling out the power unit by holding the handle90. A large number of through-holes92for permitting passage of the traveling wind are formed in both side face sections88bof the shroud (fin-cover)88. These through-holes92are constituted for example by elongate slots extending in the direction of attachment/detachment of the power unit68. Also, a plurality of reinforcement ribs93extending in the attachment/detachment direction are provided in the side face sections88bbetween the through-holes92.

In this way, even though the shroud (fin-cover)88is provided with a handle90and is provided with reinforcing ribs91,93to enable it to withstand the attachment/detachment operation, owing to the construction whereby the shroud (fin-cover)88is open at the top end and bottom end of the radiating fins86, increase in weight of the shroud (fin-cover)88can be suppressed. Also, in view of the fact that the radiating fins86are accessible to hand contact, their potential is set to earth potential.

(Construction of the First Control Boards)

Next, the two first control boards88that are connected with the semiconductor elements on the cooling block87will be described. As shown inFIG. 14,FIG. 15andFIG. 17, the two first control boards82are mounted on the base frame78, being arranged above and below on the side of the vehicle8and the side of the rails7a, in a substantially parallel fashion so as to face the heat-sink face84bof the cooling block87. These first control boards82are for example gate amplification boards and are connected with the semiconductor elements of each inverter14, so as to output switching signals. First connectors81are provided on the back face and the outer peripheral side of the first control boards82.

(Construction of the Second Control Boards)

The two second control boards84, having second connectors83that are connected with the aforementioned first connectors81will now be described. These second control boards84are for example gate control boards that output control signals to the gate amplification boards. As shown inFIG. 14, the power unit68is provided with two second control boards84: these second control boards84are respectively freely slidably mounted on two support frames85bof the base frame78. In more detail, as shown inFIG. 14toFIG. 19, the second control boards84are mounted, with an insulating layer95therebetween on rectangular support boards (support base plates)94that are slightly larger than these second control boards84. Also, as shown inFIG. 15andFIG. 16, a mesh-like cover96that covers the second control boards84is mounted on the support boards94. In addition, one end of the support boards94is bent at right angles on the side of the second control board84and a handle97is mounted on this bent section. A second connector83is provided at the end of the second control board84on the opposite side to that of the handle97.

Furthermore, a pair of upper and lower guide rails98having a recess in the middle thereof are mounted on the support frames85bof the base frame78. The upper and lower guide rails98extend in the longitudinal direction of the support frames85band are positioned mutually parallel so that their recesses face each other. Also, both side edges of the support boards94of the second control boards84engage with the recessed portions of the respective guide rails98, so that they can be slid along the guide rails to the vicinity of the first control boards82. Thus the second control boards84are supported by the support frames85bin such a way that they can be freely inserted or removed, by engagement with the recesses of the guide rails98. The two second control boards84that are mounted along the guide rails98have second connectors83in mutually different positions, so as to be coupled with the first connectors81of the first control boards82that are positioned in the vertical direction on the side of the cooling block87. In this way, the two second support boards84are arranged in an opposing fashion in a direction orthogonal to the first control boards32and in a manner such that a gap is left between these second support boards84.

In this way, the space in the second accommodating section can be effectively utilized by arranging the first control boards82and the second control boards84in mutually orthogonal directions. Also, inspection and maintenance of the first and second control boards82,84can be facilitated by providing the second control board84in a direction orthogonal to the first control board82but without overlapping. By directly connecting the first control board82and the second control board84by means of the first connector81and second connector83, connecting wiring or the like becomes unnecessary, making it possible to reduce the installation space and reduce manufacturing costs. Furthermore, by freely slidably supporting the second control board84and a connector connection with the first control board82, attachment/detachment of the second control board84can be facilitated and assembly, inspection and maintenance can easily be performed. Also, by adopting a construction in which the second control board84is mounted on a support board84and this support board is freely slidably supported on the base frame, the possibility of direct sliding of the second control board84on the guide rail98can be eliminated, thereby making it possible to prevent damage to the second control board84caused by sliding.

(Construction of the Connector)

Also, as shown inFIG. 14,FIG. 15,FIG. 18,FIG. 19,FIG. 20,FIG. 21, the power unit68comprises a connector support frame100and output connectors104u1to104w4. The connector support frame100is an elongate connector support frame that extends in the direction orthogonal to the direction A of attachment/detachment of the power unit68(i.e. direction parallel with the heat-sink face84of the cooler80). The output connectors104u1to104w4are mounted on the connector support frame100on either side of an insulating plate102made of for example epoxy. The connector support frame100and output connector are provided at the top of the power unit68i.e. in the vicinity of the ceiling wall62of the frame60. As shown inFIG. 20, the output connectors include: three output connectors104u1, v1, w1; three output connectors104u2, v2, w2; three output connectors104u3, v3, w3and three output connectors104u4, v4, w4that are respectively connected with the U, V, W outputs of the four inverters14. These output connectors104u1to104w4are arranged in a row along the longitudinal direction of the connector support frame100, with mutual gaps therebetween.

(Construction of the Connector Locating Pins)

Also, as shown inFIG. 20andFIG. 21, a plurality of locating pins106are erected between the output connectors104u1to104w4of the connector support frame100, and extend from the connector support frame in the direction A of attachment/detachment of the power unit68. Locating pins106are respectively provided at one end of the row of output connectors and another end thereof, and between the output connectors104w1,104u2and also between the output connectors104w3,104u4.

By inserting and mounting the power unit68in the frame60, the locating pin106engages with position-locating holes of the connector support frame provided on the side of the frame60and thereby positionally locates the output connectors104u1to104w4with respect to the connectors provided on the side of the frame60; the output connectors104u1to104w4are then respectively fitted into the connectors on the side of the frame.

(Construction of the PN Input Terminals of the Power Unit)

As shown inFIG. 14andFIG. 15, the power unit68comprises PN input terminals108constituted by a DC positive electrode terminal P and a DC negative electrode terminal N, for supplying current to the inverters14. These PN input terminals108are provided below the power unit68i.e. at the side of the bottom wall63of the frame60. As shown inFIG. 22andFIG. 23, the PN input terminals108comprise a plate-shaped positive electrode terminal110aand a plate-shaped negative electrode terminal110bthat is formed substantially of the same size as this positive electrode terminal; this positive electrode terminal110aand negative electrode terminal110bare mutually superimposed, gripping an insulating layer112therebetween, and extend mutually along the same direction. For example, an insulating layer112formed by epoxy or the like has an area that is larger than that of the positive electrode terminal110aand negative electrode terminal110band extends outwards by a prescribed width from the periphery of the positive electrode terminal110aand negative electrode terminal110b. The PN input terminals108are mounted for example on the base frame78and extend in the attachment/detachment direction A from this base frame, beyond the first control board82. Thus the PN input terminals108extend substantially parallel with the bottom wall63of the frame60.

In this way, the PN input terminals108are constituted as connectors by adopting a construction wherein the positive electrode terminal110aand the negative electrode terminal110bare arranged in a mutually overlapping fashion and extend along each other for their entire length. These PN input terminals108, constituted as connectors, can thus easily be slide-fitted onto coupling sections (connecting terminals122) that are provided on the filter capacitors26,27. Also, the inductance can be reduced by adopting a construction in which the positive electrode terminal110aand negative electrode terminal110bare arranged in a mutually overlapping fashion and extend mutually along their entire length.

By providing the PN input terminals108and the aforementioned output connectors104u1to104w4separately above and below the power unit68, inflow of noise to the output connectors from the PN input terminal side is suppressed. Also, compared with the case where the PN input terminals108and the aforementioned output connectors104u1to104w4are arranged in adjacent fashion, the dimensions of the power unit68in the width direction can be reduced. Also, by arranging the output connectors104u1to104w4on the side of the ceiling wall62of the frame60and arranging the PN input terminals108on the side of the bottom wall63of the frame60, inflow of external noise from the rails, through which for example signal current flows, or the ground, can be prevented.

(Construction of the Filter Capacitors)

Next, the filter capacitors26,27, that have coupling sections with the PN input terminals108, as described above, will be described. As shown inFIG. 6, the plurality of filter capacitors26,27constituting the inverters14in the first accommodating section66aof the frame60are arranged on the bottom wall63. As shown inFIG. 24, these filter capacitors26,27have connecting terminals122that are capable of coupling with the PN input terminals108of the power unit68. The filter capacitors26,27are arranged so as to be located between the two second control boards84when the power unit68is mounted in the frame60. Also, the filter capacitors26,27are connected with the power source through high-voltage side connectors, to be later described.

As shown inFIG. 24toFIG. 26, an elongate support frame124is provided within the first accommodating section66aof the frame60, and extends in a direction orthogonal to the direction A of attachment/detachment of the power unit68. The connector support frame124is arranged adjacently in an opposed fashion, parallel with the connector support frame100of the power unit68.

A plurality of input connectors126are mounted on the connector support frame124, sandwiching insulating plates125made of epoxy or the like. This plurality of input connectors126u1to126w4(three input connectors126u1, v1, w1; three input connectors126u2, v2, w2; three input connectors126u3, v3, w3; and three input connectors126u4, v4, w4) are arranged along the longitudinal direction of the connector support frame124lined up in a single row and with mutual gaps therebetween. As mentioned above, the connectors that are coupled with these input connectors126u1to126w4are the output connectors104u1to104w4. Also, as shown inFIG. 25, a plurality of position location holes128are formed in the connector support frame124and an insulating plate125. The position location holes128are respectively formed at the end of the row of input connectors and another end, between the input connectors104w1,104u2, and between the input connectors104w3,104u4.

As shown inFIG. 26, a plurality of conductors130are mounted on the connector support frame124; the ends of each conductor are respectively connected with the input connectors104u1to126w4. Also, the other ends of the plurality of conductors130are connected with a plurality of connectors132that are respectively provided on the side of the contactors16; and, in addition, are connected with the plurality of contactors16through these connectors132.

(Construction of the Locating Pins)

As shown inFIG. 24, the power unit68is inserted and mounted from a sidewall aperture of the frame60into the first accommodating section66aof the frame60. As shown inFIG. 26toFIG. 28, in the course of this mounting, the locating pins106on the side of the power unit68are respectively inserted in the position location holes128of the connector support frame124on the side of the frame60. By coupling of the locating pins106and the position locating holes128, the respective input connectors126u1to126w4on the side of the frame are located in position so as to face the output connectors104u1to104w4on the side of the power unit68. Thus the output connectors104u1to104w4on the side of the power unit68are respectively fitted into the input connectors126u1to126w4on the side of the frame60, by further insertion of the power unit68as far as a prescribed position of the frame60, following the guidance provided by the locating pins106and the position location holes128. At the same time, a conductive connection is achieved by engagement of the PN input terminals108of the power unit68with the connection terminals122of the filter capacitors26,27. In this way, the inverters14provided in the power unit68are connected with the respectively corresponding contactors16and connected with the power source19through the filter capacitors26,27(connected with the power source through the pantograph, fuse and switch).

(Power Unit as a Whole)

As shown inFIG. 5toFIG. 7andFIG. 27, the power unit68mounted in the frame60is arranged in the prescribed position by fixing the rectangular frames85ato the side wall65bof the frame60and the main frame61. The radiating fins86and shroud (fin-cover)88of the power unit68are positioned outside the frame60so as to be capable of receiving the traveling wind of the vehicle. The other portions of the power unit68are arranged within the first accommodating section66aof the frame60. The two second control boards84that are mounted in the power unit68are arranged on both sides of the filter capacitors26,27so that an efficient arrangement of the filter capacitors and the main frame61in the comparatively narrow space is achieved. Also, extending ends of the second control boards64are arranged in the vicinity of the sidewalls65aon the opposite side of the frame60. Consequently, inspection and maintenance of the second control board64can be achieved from the aperture side of the sidewalls65aand the second control boards64can be withdrawn/inserted with respect to the power unit68, by removing the equipment cover70.

Miniaturization of the drive control equipment10can thus be achieved by reducing the installation space by efficient arrangement of the power unit68within the first accommodating section66a. Also, maintenance and inspection of the power unit68can easily be performed. Furthermore, reduction in the size and weight of the power unit68can be achieved and the operation of detachment/attachment of the power unit68can be facilitated, by, of the elements constituting the inverter14, placing the filter capacitors26and27, which are of relatively large size and weight, on the bottom wall63of the frame60, and arranging the other constituent elements of the inverter14in the power unit68, so as to make it possible to connect these with the filter capacitors through connectors and output terminals.

(Construction of the External Connectors)

As shown inFIG. 4,FIG. 6andFIG. 29, on the outside of the sidewalls65aof the frame60and on the side of the rail vehicle8, there are mounted a plurality, for example four, of high-voltage side connectors (link connectors)134a,134b,134c,134d, and a plurality, for example three, of high-voltage side connectors (link connectors)136a,136b,136c. The high-voltage side connectors134a,134b,134c,134dare provided through the frame60, facing the first accommodating section66aand are directly connected with the outputs of the four contactors16by wirings138arranged in the frame60. The high-voltage side connectors134a,134b,134c,134dare for example screw-in type connectors; a link connector140connected with the motor12is connected and fixed thereto from the side of these high-voltage side connectors.

The high-voltage side connectors136a,136b,136care arranged facing the second accommodating section66b, so as to pass through the frame60. The high-voltage side connector136ais connected with wiring within the frame60and this wiring is directly connected with the filter capacitors26,27. The high-voltage side connectors136a,136b,136care for example screw-in type connectors; a link connector connected with a high-voltage line, not shown, is connected and fixed to these high-voltage side connectors.

In this way, by providing the connectors outside the frame60and connecting these connectors directly with the internal equipment through a wiring, the need to provide a terminal block within the frame is obviated, and the installation space that needs to be provided within the frame can be reduced. Also, waterproofing of these connectors can be achieved solely by means of rubber packing, so the need, as conventionally, to lead the wiring to the outside through the walls of the frame60and to seal these leading-out portions, is eliminated: thus improved ease of assembly, reduced manufacturing costs and reduced installation space can be achieved. The connectors need not necessarily be of the screw-in type, and connectors of other types, such as push-fit connectors could be employed.

(Arrangement of the Earthing Capacitors)

As shown inFIG. 6andFIG. 30, the control device18comprises various equipment accommodated in the second accommodating section66bof the frame60. Also, the control device18comprises a plurality, for example three, of earthing capacitors141; these earthing capacitors141are arranged on the inside face side of the ceiling wall62within the second accommodating section66b. These earthing capacitors141may well constitute a source of noise and so are installed on the ceiling wall62, and the high-voltage leads (lines), motor frame earth lead (line), or power unit earth lead (line) and other high-voltage or low-voltage leads (lines) or the like are arranged so as not to run in the same direction. In this way, the effect of noise from the earthing capacitors141on the control device18can be minimized.

(Arrangement of the Contactors)

As shown inFIG. 6,FIG. 7andFIG. 26, the four contactors16are arranged within the third accommodating section66cof the frame60. Two of the contactors16are arranged on the sidewall65aand two of the contactors16are arranged on the sidewall65b: these contactors are arranged parallel with each other in the vertical direction of the frame60(direction of the rail7afrom the vehicle8). By thus arranging the four contactors in parallel with each other in the width direction and height direction, the contactors can be efficiently accommodated in a restricted installation space and reduction in the size of the frame60can thereby be achieved.

By means of drive control equipment10for a vehicle constructed in this way, increase in size can be kept down and manufacturing costs can be reduced.

Next, drive control equipment according to various other embodiments will be described. In the various embodiments described below, parts which are the same as in the case of the first embodiment described above will be given the same reference symbols and detailed description thereof will be dispensed with: thus the description will focus on parts that are different.

Second Embodiment

FIG. 31is a cross-sectional view showing diagrammatically drive control equipment according to a second embodiment. In this second embodiment, the frame60of the drive control equipment10is provided with a reflecting plate150that reflects an image of the connections of the PN input terminals of the power unit and the connection terminals of the filter capacitors to outside the frame. The surface of the reflecting plate150is formed for example as a mirror surface. The reflecting plate150is fixed for example to the inside face of the ceiling wall62of the frame60. The mirror surface of the reflecting plate150is inclined with respect to the ceiling wall62and faces the aforementioned connections. Also, an observation window152that transmits the image that is reflected by the reflecting plate150is formed in the ceiling wall62. In this way, the connection conditions of the aforementioned connections can be ascertained through the observation window152from outside the frame60, so locations that are difficult to inspect from outside, being deep within, can easily be inspected.

Other aspects of the construction of the drive control equipment10of this second embodiment are the same as in the case of the first embodiment described above.

Third Embodiment

FIG. 32shows diagrammatically drive control equipment according to a third embodiment. In this embodiment, the frame60for the drive control equipment10is divided into a first frame60ahaving a first accommodating section that accommodates the inverter and power unit and a second accommodating section that accommodates a control device; and a second frame60bhaving a third accommodating section that accommodates the contactors. In this way, the contactors16of the drive control equipment10can be installed independently in another location, so the degree of freedom in relation to the location of installation of the drive control equipment10can be increased.

Fourth Embodiment

FIG. 33is a block diagram of the layout of drive control equipment10according to a fourth embodiment. As shown in this Figure, in this fourth embodiment, the drive control equipment10comprises: four inverters respectively connected with four permanent magnet motors12; a single contactor16connected in parallel between the power source19and the input side of these four inverters14; and a control device18that controls the contactor16and the motors12. Other aspects of the construction of the drive control equipment10are the same as in the case of the first embodiment described above.

In this way, the contactors16can be reduced to a single contactor and size reduction of the drive control equipment10can thereby be achieved, making it possible to reduce manufacturing costs.

Also with the second to fourth embodiments constructed as described above, drive control equipment can be provided in which increase in size can be suppressed and reduction in manufacturing costs can be achieved, in the same way as above.

While various embodiments of the present invention have been described, these embodiments are presented merely by way of example and are not intended to restrict the scope of the invention. Novel embodiments could be implemented in various ways and various deletions, substitutions or alterations could be performed without departing from the gist of the invention. Such embodiments or modifications are included in the scope of the invention and included in the invention and equivalents thereof set out in the patent claims. For example, the number of supporting legs and their shape are not restricted to the embodiments described above and could be altered in various ways as required.

FIELD OF INDUSTRIAL APPLICATION

The present invention may be utilized in rail vehicles in which drive control equipment for controlling drive of a motor is mounted.