JP2020171156A - Power conversion device, railway vehicle, and production method of railway vehicle - Google Patents

Abstract

To provide a configuration of a power conversion device that is suited for miniaturization.SOLUTION: One representative power conversion device of the present invention comprises: a transformer including a primary coil through which an AC current to be input is flowed, and a plurality of secondary coils; plural converters which are connected to the respective secondary coils of the transformer in order to perform AC-DC power conversion; a connection circuit which serially connects DC output of the plural converters and outputs a DC voltage; and an inverter which performs DC-AC power conversion of the DC voltage generated by the connection circuit, and outputs AC power. It should be noted that AC power of plural circuits may be output, by making the inverter a plurality of inverters for performing DC-AC power conversion of the plural DC voltages respectively, and outputting plural DC voltages according to a plural serial stage number of the converter from the connection circuit.SELECTED DRAWING: Figure 2

Description

The present invention relates to a power converter, a railroad vehicle, and a method for producing a railroad vehicle.

Vehicles such as the Shinkansen are equipped with electrical equipment such as power converters in order to receive power from AC overhead lines.

This power conversion device is configured to include at least two systems, a main power conversion device for supplying power to an electric motor for vehicle propulsion and an auxiliary power conversion device for supplying power to a compressor, lighting, and the like in the vehicle. To.

In FIG. 1 of Patent Document 1, "Two secondary windings are provided in a transformer that receives power from an AC overhead wire, a main power converter is connected to one secondary winding, and the other secondary winding is assisted. The configuration of "connecting the power conversion device" is disclosed.

JP-A-2015-84621

In recent years, in order to improve the degree of freedom in vehicle formation, standardization of vehicles is required. In such standardization of vehicles, it is desirable to mount electrical components on each vehicle and standardize the arrangement of electrical components to one type as much as possible.

However, space is limited under the vehicle floor where electrical equipment is outfitted. Therefore, miniaturization of electrical components is important for the realization of standard vehicles.

Therefore, an object of the present invention is to provide a configuration of a power conversion device suitable for miniaturization.

In order to solve the above problems, one of the typical power conversion devices of the present invention is a transformer having a primary winding for passing an input alternating current, a plurality of secondary windings, and the transformer. A plurality of converters connected to each of the secondary windings of the above to perform AC-DC power conversion, a connection circuit for connecting the DC outputs of the plurality of converters in series to output a DC voltage, and a connection circuit generated by the connection circuit. It is provided with an inverter that converts the DC voltage into DC-AC power and outputs AC power.

The present invention provides a configuration of a power conversion device suitable for miniaturization.
Issues, configurations and effects other than those described above will be clarified by the description of the following embodiments.

FIG. 1 is a diagram showing a schematic configuration of a railroad vehicle according to the first embodiment. FIG. 2 is a diagram showing a system configuration of the power conversion device according to the first embodiment. FIG. 3 is a diagram showing a circuit configuration common to the converters 71a to 71d. FIG. 4 is a diagram showing a circuit configuration of the auxiliary inverter 81. FIG. 5 is a diagram showing a system configuration of the power conversion device according to the second embodiment. FIG. 6 is a diagram showing a system configuration of the power conversion device according to the third embodiment. FIG. 7 is a diagram showing a system configuration of the power conversion device according to the fourth embodiment.

Hereinafter, examples of the present invention will be described with reference to the drawings.

FIG. 1 is a diagram showing a schematic configuration of a railroad vehicle according to the first embodiment.

In the figure, the power system of the vehicle 10 has an overhead wire 20 to which an AC voltage is applied at a substation, a current collector 30 that collects electricity from the overhead wire 20, and an AC current input from the current collector 30 to the primary side. The transformer 40 to flow, the rail 50 to return the AC current flowing through the transformer 40 to the substation, the main power converter 70 to convert the AC power transformed by the transformer 40 to drive the electric motor 60, and the transformer. It is composed of an auxiliary power conversion device 80 that converts the AC power transformed by the device 40 into power and supplies it to the vehicle as an auxiliary power source.

The system of the power conversion device including the transformer 40, the main power conversion device 70, and the auxiliary power conversion device 80 is outfitted under the floor of the vehicle 10. Further, the vehicle 10 includes a bogie 10A that pivotally supports the wheels 11 and an electric motor 60 that is a propulsion mechanism that rotationally drives the wheels 11.

FIG. 2 is a diagram showing a system configuration of the power conversion device according to the first embodiment.
In the figure, the power conversion device includes a transformer 40, a main power conversion device 70, and an auxiliary power conversion device 80.

The transformer 40 includes a primary winding 40z connected between the overhead wire 20 (current collector 30) and the rail 50, and four secondary windings 40a to 40d for stepping down the high voltage applied to the primary winding 40z, respectively. And.
The main power conversion device 70 includes a main converter 71, a connection circuit 72, and a main inverter 73.

The main converter 71 includes converters 71a to 71d that are connected to each of the four secondary windings 40a to 40d and perform AC-DC power conversion. Here, the transformer 40 and the plurality of converters 71a to 71d are installed under the floor of the vehicle 10 in a state of being integrally connected to each other in close proximity to each other.

The connection circuit 72 connects the terminals of the DC outputs of the plurality of converters 71a to 71d in series in the direction of voltage addition. The intermediate connection point C of this series connection is connected to the ground potential GND of the vehicle housing. By applying the ground potential GND to the intermediate connection point C, the connection circuit 72 outputs a DC voltage that is positively and negatively symmetric with respect to the vehicle housing.

The main inverter 73 converts the series voltage ± Vm for four stages of the converters 71a to 71d into DC-AC power. The three-phase AC power converted by the main inverter 73 drives the electric motor 60. The number of electric motors 60 to be driven may be plural.

On the other hand, the auxiliary power conversion device 80 includes an auxiliary inverter 81 and a filter device 82.
The auxiliary inverter 81 converts the series voltage ± Va for two stages of the converters 71b to 71c into DC-AC power and outputs it as auxiliary three-phase AC power.

The filter device 82 reduces the harmonic component from the three-phase alternating current output by the auxiliary inverter 81. The three-phase AC power whose distortion is reduced by the filter device 82 drives the compressor, lighting, and other loads 90 in the vehicle 10.

The control voltage for starting the operation of the main converter 71 and the auxiliary power conversion device 80 is supplied from a battery or the like (not shown).

FIG. 3 is a diagram showing a circuit configuration common to the converters 71a to 71d.
In the figure, the switching elements Q1 and Q2 are connected in series to form a U phase. The switching elements Q3 and Q4 are connected in series to form a V phase.

AC input terminals are provided at the connection points of the switching elements Q1 and Q2 and the connection points of the switching elements Q3 and Q4.

A DC output terminal is provided at the connection point of the switching elements Q1 and Q3 and the connection point of the switching elements Q2 and Q4. A capacitor C1 is connected to the DC output terminal.

The ripple fluctuations of the converters 71b and 71c are larger than those of the converters 71a and 71d by the amount of the current flowing to the auxiliary system. Therefore, for the converters 71b and 71c, the capacitance of the capacitor C1 is made larger than that of the converters 71a and 71d by the amount of supplementing the current flowing to the auxiliary system.

Diodes D1 to D4 are connected in antiparallel to each of the switching elements Q1 to Q4. When the switching elements Q1 to Q4 are IGBTs, the diodes D1 to D4 are required, but when the switching elements Q1 to Q4 are MOSFETs, the MOSFET body diode is used without connecting the diodes D1 to D4. May be good.

The switching elements Q1 to Q4 are voltage control type switching elements such as MOSFETs and IGBTs, and current control type switching elements such as thyristors. The diodes D1 to D4 are a PN diode, a Schottky barrier diode, or the like. Further, the base material of the semiconductor material of the switching elements Q1 to Q4 and the diodes D1 to D4 is not limited to Si (silicon), but by using SiC (silicon carbide) or GaN (gallium nitride) having a wider bandgap than Si. , Reduce loss and reduce size.

The voltage ratings of the switching elements Q1 to Q4 are provided with a margin of about twice the DC side voltage of the converters 71a to 71d. In FIG. 2, when each DC voltage of the converters 71a to 71d is 750V, the voltage rating of the switching elements Q1 to Q4 is about 1700V.

The switching elements Q1 to Q4 convert AC power into DC power by performing known PWM (Pulse Width Modulation) control by a logic unit (not shown).

Harmonic current leaks to the overhead wire 20 due to the PWM control. This harmonic current may flow to an external device via the overhead wire 20. Therefore, in the PWM control of each of the converters 71a to 71d, a phase difference is provided in the switching carrier waveform. Due to this phase difference, the harmonic current generated in the overhead wire 20 is canceled or reduced without increasing the switching frequency.

Although the converters 71a to 71d in FIG. 3 have a two-level circuit configuration as an example, a known three-level circuit configuration capable of reducing the harmonics of the overhead wire 20 may be used.

FIG. 4 is a diagram showing a circuit configuration of the auxiliary inverter 81.
In the figure, the switching elements Q5 and Q6 are connected in series to form a U phase.
The switching elements Q7 and Q8 are connected in series to form a V phase.
The switching elements Q9 and Q10 are connected in series to form a W phase.

DC input terminals are provided at the connection points of the switching elements Q5, Q7, and Q9 and the connection points of the switching elements Q6, Q8, and Q10. A capacitor C2 is connected to the DC input terminal.

Three-phase AC U-phase output terminals are provided at the connection points of the switching elements Q5 and Q6.
A three-phase AC V-phase output terminal is provided at the connection point of the switching elements Q7 and Q8.
A three-phase AC W-phase output terminal is provided at the connection point of the switching elements Q9 and Q10.

Diodes D5 to D10 are connected in antiparallel to each of these switching elements Q5 to Q10.
When the switching elements Q5 to Q10 are IGBTs, it is necessary to connect the diodes D5 to D10, but when the switching elements Q5 to Q10 are MOSFETs, the MOSFET body diode is used without connecting the diodes D5 to D10. You may.

The switching elements Q5 to Q10 are PWM (Pulse Width Modulation) controlled by a logic unit (not shown) to convert DC power into three-phase AC power.

The switching elements Q5 to Q10 are voltage control type switching elements such as MOSFETs and IGBTs, and current control type switching elements such as thyristors. The diodes D5 to D10 are a PN diode, a Schottky barrier diode, or the like. Further, the base material of the semiconductor material of the switching elements Q5 to Q10 and the diodes D5 to D10 is not limited to Si (silicon), but by using SiC (silicon carbide) or GaN (gallium nitride) having a wider bandgap than Si. , Reduce loss and reduce size.

Although the auxiliary inverter 81 has a two-level circuit configuration as an example, a known three-level circuit configuration capable of reducing harmonics on the AC side may be used.

(Effect of Example 1)
The above-mentioned Example 1 has the following effects.

(1) In the first embodiment, the connection circuit 72 outputs a DC voltage by connecting the DC outputs of a plurality of converters 71a to 71d in series. The connection circuit 72 makes it possible to collectively generate various types of series voltages according to the number of series stages of the plurality of converters 71a to 71d.

(2) In the first embodiment, the DC voltage ± Vm of the main system (for example, the voltage between terminals 3000V) for driving the electric motor 60 and the DC voltage ± Va (for example, between the terminals) of the auxiliary system according to the number of series stages of the connection circuit 72 Voltage 1500V) is generated all at once.
Therefore, the main power conversion device 70 and the auxiliary power conversion device 80 can share the transformer 40 and the converter 71.

Therefore, as compared with Patent Document 1 (particularly FIG. 1), Example 1 eliminates the need for the secondary winding of the transformer and the converter, which are exclusively provided for the auxiliary power converter, and reduces the number of these parts. It becomes possible to reduce the size and weight of the power conversion device.

(3) In the first embodiment, the converters 71a to 71d generate a required DC voltage (for example, 3000V) by the four-stage series. Therefore, the DC voltage shared by the individual converters 71a to 71d is as low as about 1/4 (3000V / 4 stages = 750V).

Therefore, in the individual converters 71a to 71d, the voltage ratings required for the switching elements Q1 to Q4, the capacitor C1, and the like are lowered. Since the parts can be miniaturized by that amount, the converters 71a to 71d can be miniaturized and lightened.

(4) In the first embodiment, the connection circuit 72 connects the intermediate connection point C of the series connection of the plurality of converters 71a to 71d to the ground potential GND of the vehicle housing. Therefore, the connection circuit 72 generates a positive-negatively symmetric voltage ± Vm (for example, ± 1500 V) around the ground potential GND. Therefore, the maximum value of the voltage to ground is half the value Vm (1500V) of the voltage between terminals (3000V), which facilitates the insulation design.

(5) In the first embodiment, a phase difference is provided in the switching carrier waveform in the individual converters 71a to 71d. Due to this phase difference, the unnecessary current leaking to the overhead wire 20 due to switching can be offset or reduced by the phase difference of the carrier waveform generated between the converters 71a to 71d.

(6) In the first embodiment, the converters 71b and 71c are shared by both the main power conversion device 70 and the auxiliary power conversion device 80. On the other hand, the converters 71a and 71d are used only for the main power converter 70. Therefore, the current passing through the converters 71b and 71c is slightly larger due to the shared amount, and the ripple voltage and ripple current are also slightly larger. Therefore, in the converters 71b and 71c, the increase in the ripple voltage and the ripple current is suppressed by making the capacitance of the capacitor C1 larger than that of the converters 71a and 71d according to the increase in the current. By setting such circuit constants, it is possible to reduce the influence of sharing in the converters 71b and 71c.

(7) In the first embodiment, the transformer 40 and the plurality of converters 71a to 71d are integrally connected and arranged under the floor of the vehicle 10. If the transformer 40 and the plurality of converters 71a to 71d are separated from each other, it is necessary to route a large amount of wiring due to the large number of converters 71a to 71d, which increases the wiring space and the wiring weight. , Etc. occur. Therefore, in the first embodiment, the transformer 40 and the plurality of converters 71a to 71d are integrally connected so as to be close to each other, thereby reducing the wiring routing between the two, reducing the wiring space, and reducing the wiring weight. It becomes possible to make it.

(8) Here, the case of the Shinkansen will be described with specific numbers of electric power capacities.
In the case of the Shinkansen, since one main inverter 73 drives four 300 kW electric motors 60, the power capacity of the main inverter 73 is about 1200 kW. On the other hand, the power capacity of the auxiliary inverter 81 is about 130 kW.

The power capacity of the main converter 71 that supplies power to both the main inverter 73 and the auxiliary inverter 81 is about 1330 kW, which is the sum of the power capacities. Of the power capacity of 1330 kW of the main converter 71, the power capacity of 1200 kW used for the main inverter 73 accounts for 90%. Therefore, even if the main converter 71 further supplies power to the auxiliary inverter 81, the power capacity of the main converter 71 increases by about 10%, and the main converter 71, which originally has a margin in power capacity, does not increase in size.

Further, it becomes possible to delete the dedicated converter of the auxiliary power conversion device required in the conventional Patent Document 1, and it becomes possible to reduce the size and weight by reducing the number of parts.

(9) Next, the case of the Shinkansen will be described with specific numbers of DC voltage.
In the case of the Shinkansen, the DC voltage required for the main inverter 73 is 3000 V, and the DC voltage required for the auxiliary inverter 81 is 1500 V.

In the first embodiment, since 3000V required for the main inverter 73 is configured in series of four stages of converters 71a to 71d, the DC voltage per stage is 750V (= 3000V / 4 stages). Therefore, 1500V required for the auxiliary inverter 81 can be covered by the two-stage series of the converters 71b and 71c.

In this case, the four-stage series and the two-stage series both have an even number of series stages. Therefore, by connecting the intermediate connection point C common to the 4-stage series and the 2-stage series to the electrical ground, it is possible to output a DC voltage that is positive and negative symmetrical. As a result, the voltage to ground is lowered in both the 4-stage series and the 2-stage series, and the insulation measures as a railway vehicle become easy.

Next, an embodiment in which an auxiliary power system is newly added to the connection circuit 72 will be described.
FIG. 5 is a diagram showing a system configuration of the power conversion device according to the second embodiment.
In the figure, the auxiliary power conversion device 80x is a power system to be newly added.
The auxiliary power conversion device 80x includes an auxiliary inverter 81x and a filter device 82x.

The auxiliary inverter 81x converts the voltage (for example, 750V) for one stage of the converter 71b into DC-AC power and outputs it as auxiliary three-phase AC power. Since the output current of the converter 71b is slightly increased by the amount of the auxiliary inverter 81x, the capacitance of the capacitor C1 of the converter 71b is slightly increased by that amount to suppress the ripple fluctuation of the converter 71b.

The filter device 82x reduces the harmonic component from the three-phase alternating current output by the auxiliary inverter 81. The three-phase AC power whose distortion is reduced by the filter device 82x supplies power to the load 90x in the vehicle 10.
Since other configurations and operations are the same as those in the first embodiment, duplicate description will be omitted.

(Effect of Example 2)
In the second embodiment, in addition to the effects of the first embodiment, the following effects are exhibited.

In the second embodiment, it is possible to collectively generate three types of DC voltages 750V, 1500V, and 3000V according to the number of series stages 1, 2, and 4 of the plurality of converters 71a to 71d.

Although not shown, it is also possible to collectively generate four types of DC voltages 750V, 1500V, 2250V, and 3000V according to the number of series stages 1, 2, 3, and 4 of the plurality of converters 71a to 71d. ..

In this way, even if three or more types of power systems are provided, the main converter 71 is shared, so that the dedicated converter can be deleted from the auxiliary power system. As a result, it is possible to reduce the size and weight of the power converter by reducing the number of parts.

Next, an embodiment in which an auxiliary power system is added to the secondary winding of the transformer 40 will be described.
FIG. 6 is a diagram showing a system configuration of the power conversion device according to the third embodiment.
In the figure, the auxiliary power conversion device 80y is a power system to be newly added.

The auxiliary power conversion device 80y includes an auxiliary converter 83y connected to the secondary winding 40d of the transformer 40, an auxiliary inverter 81y, and a filter device 82y. The three-phase AC power output from the filter device 82y is supplied to the load 90y.

The same configuration as in the first embodiment will be given the same reference number, and duplicate description will be omitted here.

In the third embodiment, the AC power of the secondary winding 40d is shared by the converter 71d and the auxiliary converter 83y. Therefore, it is preferable to synchronize the switching of the converter 71d and the auxiliary converter 83y so that the switching during AC-DC conversion does not affect each other.

(Effect of Example 3)
In the third embodiment, the secondary winding 40d of the transformer 40 is shared by the main power conversion device 70 and the auxiliary power conversion device 80y, so that the system configuration of the power conversion device can be reduced in size and weight.

Next, an embodiment in which the converters are connected in series in two stages will be described.
FIG. 7 is a diagram showing a system configuration of the power conversion device according to the fourth embodiment.
In the figure, the power conversion device includes a transformer 40A, a main power conversion device 70A, and an auxiliary power conversion device 80z.

The same configuration as in the first embodiment will be given the same reference number, and duplicate description will be omitted here.

The transformer 40A includes a primary winding 40z connected between the overhead wire 20 (current collector 30) and the rail 50, and two secondary windings 40e and 40f for stepping down the high voltage applied to the primary winding 40z, respectively. And.
The main power conversion device 70A includes a main converter 71A, a connection circuit 72A, and a main inverter 73.

The main converter 71A includes a plurality of converters 71e and 71f connected to the two secondary windings 40e and 40f, respectively, to perform AC-DC power conversion. Here, the transformer 40A and the plurality of converters 71e and 71f are integrally connected and arranged under the floor of the vehicle 10.

The connection circuit 72A connects the terminals of the DC outputs of the plurality of converters 71e and 71f in series in the direction of voltage addition. The intermediate connection point C of this series connection is connected to the ground potential GND of the vehicle housing. By applying the ground potential GND to the intermediate connection point C, the connection circuit 72 outputs a DC voltage ± Vm that is positively and negatively symmetric with respect to the vehicle housing.

The main inverter 73 converts the series voltage ± Vm of the two stages of the converters 71e and 71f into DC-AC power. The three-phase AC power converted by the main inverter 73 drives the electric motor 60. The number of electric motors 60 to be driven may be plural.

On the other hand, the auxiliary power conversion device 80z includes an auxiliary inverter 81z and a filter device 82z.
The auxiliary inverter 81z converts the positive series voltage Vm for one stage of the converter 71e into DC-AC power and outputs it as auxiliary three-phase AC power.

The filter device 82z reduces the harmonic component from the three-phase alternating current output by the auxiliary inverter 81z. The three-phase AC power whose distortion is reduced by the filter device 82z drives the compressor, lighting, and other loads 90 in the vehicle 10.

It should be noted that the intermediate connection point C may not be connected to the ground potential GND, and the secondary side and subsequent sides of the transformer 40A may be in a floating state in terms of voltage.

(Effect of Example 4)
In the fourth embodiment, in addition to the effects of the first embodiment, the following effects are exhibited.

In the fourth embodiment, two secondary windings 40e and 40f and two converters 71e and 71f are provided. Therefore, the number of parts is smaller and the number of wirings is smaller than that of the first embodiment. Therefore, the system of the power converter can be made smaller and lighter.

[Supplementary matters of the embodiment]
The present invention is not limited to the above-mentioned examples, and includes various modifications. For example, Examples 1 to 4 described above have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations.

Further, 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 combine the configuration of one embodiment with the configuration of another embodiment.

Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

10 ... vehicle, 10A ... trolley, 11 ... wheel, 20 ... overhead wire, 30 ... current collector, 40 ... transformer, 40A ... transformer, 40a-40d ... secondary winding, 40e-40f ... secondary winding, 40z ... primary winding, 50 ... rail, 60 ... electric motor, 70 ... main power converter, 70A ... main power converter, 71 ... main converter, 71A ... main converter, 71a to 71d ... converter, 71e to 71f ... converter, 72 ... Connection circuit, 72A ... Connection circuit, 73 ... Main inverter, 80 ... Auxiliary power converter, 80x ... Auxiliary power converter, 80y ... Auxiliary power converter, 80z ... Auxiliary power converter, 81 ... Auxiliary inverter, 81x ... Auxiliary inverter, 81y ... Auxiliary inverter, 81z ... Auxiliary inverter, 82 ... Filter device, 82x ... Filter device, 82y ... Filter device, 82z ... Filter device, 83y ... Auxiliary converter, 90 ... Load, 90x ... Load, 90y ... Load, C ... intermediate connection point, C1 ... capacitor, C2 ... capacitor, D1 to D4 ... diode, D5 to D10 ... diode, Q1 to Q4 ... switching element, Q5 to Q10 ... switching element

Claims (12)

A transformer having a primary winding for passing an input alternating current and a plurality of secondary windings,
A plurality of converters connected to each of the secondary windings of the transformer to perform AC-DC power conversion,
A connection circuit that outputs DC voltage by connecting the DC outputs of a plurality of the converters in series,
An inverter that converts the DC voltage generated by the connection circuit into DC-AC power and outputs AC power.
A power conversion device characterized by being equipped with. In the power conversion device according to claim 1,
The connection circuit outputs a plurality of the DC voltages according to the number of a plurality of series stages of the converter.
The inverter is a plurality of inverters that convert a plurality of the DC voltages into DC-AC power, respectively.
A power conversion device characterized in that AC power of a plurality of systems is output by a plurality of the inverters. In the power conversion device according to claim 1,
An auxiliary converter that shares one of the plurality of converters and one of the secondary windings to perform AC-DC power conversion.
An auxiliary inverter that converts the DC power output by the auxiliary converter into DC-AC power and outputs the AC power of the auxiliary system.
A power conversion device characterized by being equipped with. In the power conversion device according to any one of claims 1 to 3.
The connection circuit is a power conversion device characterized in that an intermediate connection point for series connection of a plurality of the converters is connected to an electrical ground. In the power conversion device according to any one of claims 1 to 4.
A power conversion device, wherein the plurality of converters are two-level circuits or three-level circuits. In the power conversion device according to any one of claims 1 to 5.
The plurality of converters are power conversion devices characterized in that the phases of switching carrier waveforms are different. In the power conversion device according to any one of claims 1 to 6.
A power conversion device characterized in that some of the plurality of converters connected in series have different capacitances of capacitors provided for DC output. In the power conversion device according to any one of claims 1 to 7.
The inverter is a power conversion device, characterized in that it is a two-level circuit or a three-level circuit. In the power conversion device according to any one of claims 1 to 8.
The switching element mounted on the power conversion device is a power conversion device characterized in that silicon or a semiconductor material having a bandgap larger than that of silicon is used as a base material. In the power conversion device according to any one of claims 1 to 9.
A power conversion device characterized in that the switching element mounted on the power conversion device is a voltage-driven element of a MOSFET or an IGBT. The power conversion device according to any one of claims 1 to 10.
A propulsion mechanism that uses AC power converted and output by the power conversion device as a power source,
A railroad vehicle characterized by being equipped with. The method for producing a railway vehicle according to claim 11.
A method for producing a railway vehicle, characterized in that the transformer and the plurality of converters are integrally connected and installed in the railway vehicle.

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